Aldo

Russ They do anyway and as you have said they are not as expensive, you just need to look after them correctly (like any engine) Aldo

FT How many spare hangers do you think are in Brisbane if the same storm hit there, you may not like Wagners (for whatever reason) but you need to compare apples with apples. Aldo

Zibi Why not do what most others do, file a flight plan, use Oz Runways, set a SAR time and carry an ELB. Unless you are going to the desert or choose to fly at 500 feet your entire trip Oz Runways will breadcrumb your track that others can see, the flight plan and SAR time will alert the authorities if you don't show up. Aldo

Camel I think that reply was probably for me and no in 28 years of flying I haven't received a violation of controlled airspace notice and there is no reason to think that I should in the future Aldo

Camel You can find the Notams on the weather pages Aldo

Pearo I don't agree, I fly most days very close to Oakey RA Oz runways gets it right 99% of the time and Notams are just as accurate, what you find with Oz runways there is about 90 sec lag from going active and also from deactivating. If you find yourself inside a restricted area and it becomes active call centre or airways clearance delivery and let them know who you are, where you are, where you are going, what altitude you are maintaining and whether you are transponder equipped they will help you out. You won't end up with a please explain or VCA (whatever that stands for). Aldo

BlurE Call centre prior to entering the area and ask for the status of that restricted area. Aldo

Geoff Sorry I didn't see the limited vis comment in Franks post.

Geoff IFR is the flight rules under which the flight is conducted and can be completed in perfect conditions. What Frank is talking about is all charter & RPT is conducted under IFR so you need to have an understanding of what they are doing, their cruising levels, speeds etc. Aldo

Yes Nev was taught to me during training with particular emphasis on the outside (upper) wing stalling and recovery from incipient and full spins. Most recent was during my BFR earlier this year. Aldo

40 degC without any problem in my Jab (230, 120 HP), whatever you fly you just need to monitor the engine temps and be aware that your take off and landing runs will be longer. Check what your P charts for your aircraft allows you to do as regards ambient temperature. Aldo

Zoos Exactly which is why the training is supposed to cover how to read and interpret all the information on the charts/ERSA/AIP/NOTAMS/weather (in the format it is presented in) and anything else you need to conduct the flight safely for yourself/passengers and other aircraft. As a qualified cross country pilot you should be able to fly any area in Australia and understand the charts associated with that area because your certificate/licence allows you to do that, anything less than that you're not safe. Allan

Gareth I wasn't having a go at you and I'm sorry if you have taken it this way (if you are 70 odd then I congratulate you for having the guts to have a go), it is the training that concerns me and I'm sorry as I know it is expensive to learn but people shouldn't be signed off unless they can do everything that is required. I also understand being inexperienced I remember doing a trip from Brisbane to Mt Isa (with about 90 hours total time in a 210 with 5 pax) back in the days of full reporting (the same as IFR these days) it took me a week to plan it, today it would take me no more than 20 minutes. The best way if you don't understand some of the things is to go and ask a very experienced instructor and I'm sure they will help you out, website forums are not generally the best way to get the right information. Allan

Zoos I'm sorry if you read it this way I wasn't trying to belittle Gareth more pointing out the training deficiencies we seem to have in RAA with regard to cross country navigation as well as putting in some information that I believe is relevant. I apologize to anyone if it comes across this way it wasn't the intent. Aldo

Gareth The easiest way is to get your VTC or VNC out and learn how to use it (as should have been taught to you during training), don't fly more than 10 miles from your home airport until you know how to navigate and interpret the charts correctly, after you can do this and you are flying get on the radio and ask (also should have been taught to you during training). You can fly all of Amberly airspace (except for the control zone) not above 1500 feet any time, the CTA extends 10NM in an arc to the north, west, south and approx 7 miles to the east (when not active CTA reverts to CTAF but you need to watch the Brisbane CTA steps also on the charts as low as 4500 within the Amberly area), the next zone is at 20 NM and you are able to go to 4500 feet at all times, the last zone that is relevant to us is at 35 NM and you can go to 8500 at all times. There are danger zones through all of these areas and smart people monitor Amberly approach (when active 126.2) while inside these areas to build up a mental picture of what low jet traffic may be operating in the area. If you think someone may be operating close to you get on the radio and let approach know where you are and where you are going. All the above information is freely available on the VTC. You should be carrying all the appropriate charts (electronic or paper, if electronic 2 devices or a paper back up set) with you to conduct the flight safely without infringing restricted and control zones and know where you are at all times. I know this may sound a little harsh, but really, how do people get signed off for their nav training without being able to do this. Aldo

Nev I understand what you are saying Aldo

Aro I think you are missing the point being made by Contact, this is not about having an instructor/examiner sitting beside you having you complete a 180/360 degree turn maintaining +-50 feet this is about conserving and using energy to the optimum (if you continually try to do level turns at low level you will eventually end up nose first into the dirt). The point (I believe) that Contact is trying to make is that you can't stall an unloaded wing, if during the turn you allow the nose to fall away naturally (you will not end up in a spiral dive) once the turn is completed level the wings, at this point you will have max energy available, yes you will be in a shallow dive (but you will have airspeed and airspeed is your friend) you then commence pulling the nose back up to maintain level flight. Key points, start the turn from straight and level (I know croppies don't always do this and there are other situations where you can't always do this, e.g. Box canyon turns, 180 deg turns without loosing altitude and being on the reciprocal track) complete the turn nose down and wings level then regain straight and level flight. I'm no expert and you can take my opinions with a grain of salt, Dutch may have some comments about what I have said above and he has way more experience than me. Aldo

Why not only way to break the stall is get the nose down. Aldo

Geoff I was in Toowoomba today and asked the question Toowoomba hasn't been security controlled since about March this year (so I'm told). No ASIC required. Aldo

Guy's/girls it's time to get over this, these are the rules we have to play by in this sand pit if you don't like it go play somewhere else, it doesn't matter whether you like it or not it's not going to change anytime soon. Aldo

Geoff That's interesting Toowoomba hasn't been security controlled for some time now how long ago did you get asked. I fly into there every day and don't have it displayed even though I have one in my bag. Aldo

Scott One of the biggest problems is having the cash to be able to go and fly every week if you have the cash and the time then fly as often as you can, if you don't then when you can afford it be honest with yourself and decide if you are current and competent if not grab an instructor (or another pilot who is very current) and go with them for an hour as a refresher don't ever let pride get in the way and you will be well on your way to becoming a better pilot and a long living pilot. I've done 370+ hours in the last 12 months and if I didn't fly for the next month I would be a little rusty not necessarily unsafe or incompetent but not to the standard I set myself. Enjoy the journey that is flying. Regards Aldo

Geoff I'm no mechanic and don't pretend to be one, if all the items you have described are due to be replaced in a top overhaul I would say you have got a pretty good result if there are items in there that are not supposed to be in a top then you have some other problem. Aldo

Spectacular, those boys are really on their game especially the formation stuff after dark

Nev And as an added note to the above you don't realise the workload in the last 3 to 4 minutes of those approaches until you sit up the front and have some appreciation of flying. Aldo