Aldo

I would probably be accused of making more calls than necessary by some of the experts here, but I make them so that others are aware of what I'm doing. One of my big bugbears is incorrect position reports particularly from converging traffic approaching airports I've seen them as far as 5 miles different to where they say they are this is very dangerous because if I hear a call from someone saying they are in one place which will be no conflict to me I'm no longer concerned with that aircraft. The calls and reasons I make them are below. Entering Traffic xxx, ABC enters and rolls runway 11 for a left turn, departing overhead, tracking to intercept 274, climbing to 6500, xxx. This lets traffic in the vicinity of the airfield know exactly what my intentions are. Departing (this call on both CTAF and Area) CTAF - Traffic xxx, ABC departed overhead time 25, established outbound 274, climbing 6500 passing 3500 xxx Area - All stations xxx, ABC departed overhead time 25, established outbound 274, climbing 6500 passing 3500, yyy at 40, if centre don't do it automatically (and they often do) request the current area QNH. This lets traffic (CTAF) further out (but inbound) know what my intentions are (they may not have been on CTAF at the time of my entering call) and my current location as we maybe conflicting through various levels. Area call lets transiting and inbound aircraft (possibly not on CTAF at that time) know my intentions and current location. Inbound Area - All stations xxx, ABC is 30 GPS to the west inbound on descent left 9500 tracking for a 5 mile final RW 11, 5 mile position time 15 CTAF - Traffic xxx, ABC is 30 GPS to the west inbound on descent left 9500 tracking for a 5 mile final RW 11, 5 mile position time 15, xxx CTAF - Traffic xxx ABC is 10 miles to the west inbound for xxx, passing 4500, tracking for a 5 mile final RW 11, xxx CTAF - Traffic xxx, ABC established 3 mile final RW 11 All pretty simple really, doesn't take up enormous air time and no one is under any illusions as to what my intentions are, the key is knowing what you are going to say before you key the mike. Aldo

Roundy Because if you are in Toowoomba you are not able to see if the aircraft is clear due to the hump in the middle. Just because it's not in a CAP doesn't mean it's not useful. Make whatever radio calls you think necessary to maintain separation, it's too late once you run into someone, like the 3 dead on final in another post. Aldo

See pics apparently a pilot was taking a German lady tourist on a crock sight seeing flight, lucky

If this was really the reason what the hell was he doing flying solo, if you are not able to a missed approach with full flap stay the hell away from aeroplanes. I wouldn't want to be the CFI/instructor that signed him off as competent. Aldo

Hey Bob yes it is sad to see this especially as we have been going well. I hope everything is well with you, all is good up here and we have just added a 206 Jet Ranger Helo to the fleet. Selwyn picked it up about 3 weeks ago and currently has about 35 hours training under his belt so another few weeks and he should be off on his own. Allan

Turbo I have found that as well very sloppy at low speed (feels like you have no authority) not sure that was the problem in this case though. Allan

Turbo Why was that was there something wrong with it? Aldo

Tony It won't matter what the collective wishes of the members are if they have no airfields (apart from private ones) to land at, there won't be any members if we are not able to land where we want to. In saying the above I do understand RAA's position and it is up to the individual members to provide their details to Avdata, in my opinion if you are not able to afford landing fees you are not able to afford to fly. Allan

Zoos As far as I'm aware it the area is suitable you can use it to land but council permission must be obtained. I may be wrong though. Aldo

It was with dismay last night when doing a plan to fly to Archerfield (had to be there by 0800) that I noticed a new item on the NOTAMS which directed me to note 6 in the remarks section of the ERSA. In the most up to date version (OzRunways) note 6 states that all non VH registered (RA registered) require permission to land at Archerfield, new to me as I had only been there in my Jab 2 weeks earlier. Following calls to the briefing office (knew nothing about it even stating he had not seen anything like it in the 7 years he had worked at the briefing office), the ARO (no answer), I imagined it was probably something to do with landing fees. As Avdata have my details I went ahead and planned the flight and submitted a flight plan with no problems. Early this morning I rang the ARO again to ascertain the requirements of the PPR requirement, he knew nothing about it but suspected it was about landing fees. I have since found out that it is about landing fees and as RAA will not give out contact details for members so that Avdata are able to send a bill to the appropriate person this is the way airport operators are going to go about it. Give us your details or you don't have permission to land If one place is doing this it will not be long before all airports require PPR for recreational aviation aircraft. I have no issue with this as Avdata have had my details for several years and I pay landing and parking fees. Interesting times ahead. Time for RAA to play the game or risk members not having access to airports. Aldo

Zoos The following comment is not directed at you. Who cares if he lands his chopper in a park it is a council issue not a CASA issue, for me it promotes aviation. Isn't that what we are all supposed to be doing not playing the cutting down the tall poppy. If Wagners have the money good for them it is up to the rest of us to catch up, not knock them down (to our level). The unenviable side of Australians. Aldo

My understanding of EFATO is after the wheels leave the ground and before yo reach 500 feet, if it happens during this period you select somewhere 10 deg either side of the nose and do your best. An engine failure after this point you have far more options. Aldo

I guess this is why the new tech manual requires the additional inspections!

Tara is pretty good, 330 days a year fine weather, 1 hr 10 min to Brisbane (AF), 1 hr 20 min gold coast, 1 hr 15 min Caloundra (Sunny coast), 1 hr 30 min Bundaberg, 1 hr 40 min Fraser Island, 3 hr 40 min Airlie Beach, 4 hrs 20 min Sydney (not sure why you would want to go there though) Private airstrip, no fees, with hangers, 1 km of the black stuff and 1 km black soil. Wouldn't be anywhere else Aldo

Then how did you get your log in code? Ours came on a census form (front page) with all the remaining pages behind it to fill in if you didn't want to do it online. Aldo

Geoff I live 370 km from the centre of Brisbane but yes I do have ADSL2 we will never get NBN as it is not being made available to us. If you wait until the fine gets sent you will have to pay as you are able to fill out the manual form that was delivered to you household with the envelope to mail back. I would not suggest trying to fight the fine as you have two ways to complete the forms. Aldo

Neil Interesting that I logged in at 7.30 this evening and straight through no glitches at all, my opinion very well done to the ABS. Aldo

Reggie Sorry I didn't mean to insinuate that you did, and no I have never been given that information. Aldo

Reggie I run mine full noise from take off run to top of climb (mostly somewhere above 5000) then 2900-2950 during cruise (lower than that sees an increase in CHT's), 2850-2900 on descent back to 1800 at the end of downwind or at 3 miles if on a straight in approach maintain 1800 through until pulling back to idle in the flare or just prior. I have 1100 hrs and counting on mine (doesn't mean it won't stop tomorrow though). I can't imagine why you would want to run in the 2100-2700 rev range. Aldo

Red Don't buy that, know a couple of people that have committed suicide, they wanted to make a lasting statement. Aldo

Dutch You have a much more in depth knowledge of the systems on board large modern passenger jets than I ever will (I have a couple of theories but am not prepared to air them on a public forum due to my lack of knowledge of those systems), my question is why would you want to take seven (7) hours to commit suicide, just to be sure that is what you wanted to do, obviously there comes a PNR and you can't change your mind after that? Still too many questions - hope they eventually find the flight data recorders. Aldo

I have just finished reading the resumes of all ten (10) candidates and can only say that I'm less than impressed. Engineers that claim to have good communication skills - fly's directly in the face of 30 years of past experience with engineers and I employ several. Eugene Reid claims in his resume to have been the one to employ Lee Ungerman - I would vote for the guy/girl who sacked him and I would also vote for the guy/girl who sacks him from his current position - looks after sport aviation with CASA what a joke following the past 18 month debacle with Jabiru - my opinion he provides no benefit to sports aviation and as such the person who employed him is in the same league. Trevor Bange - know his practical knowledge and application of that knowledge within the aviation industry - gets my vote Tony King - as above - gets my vote Scott Bretland - reads ok, good solid background a bit more digging around to find out who he is - probably gets my vote Others - underground coal mining engineers/safety/lawyers/accountants - you will need a weeks worth of paper work before you start your aircraft let alone fly it - no vote here. Fun times ahead, I would be happy to go with these three and the three we currently have. Aldo

I attended the spin training session organised by Trevor Bange today at Clifton, the training was conducted by Don Mitchell. The event was very well organised as I have previously done spinning during my training (back in the 80's) and a couple of sessions since I found the refressher to be very good. Procedures completed were as follows. Straight and level stalls both clean and full flap Incipient spins and recovery Fully developed spins (2 turns) and recovery Head in your lap, eyes closed unusual attitude including spinning (2 turns) open eyes head up and recovery Loops Barrel rolls And to finish off a simulated engine failure 4 miles from the field, slide slipping and glide approach. Trevor runs a very slick operation at Clifton and I would recommend this training or as in my case a refressher to all. The entire training cost me $200. Trevor had also arranged a flyin to Wellcamp as an RA PR exercise 30 plus aircraft participated which went very smoothly from all reports. All in all a very good day. Don was also able to endorse my part 61 licence with spinning. Regards Aldo

Grandy Yes but I just wish it was that much per week travelling round Australia but work gets in the way and the fairies don't pay the bills. But flying to work and back everyday allows me to enjoy my flying and get paid as well. Aldo

Yes and these are the issues for the likes of the 210 and 206's Allan