Mazda

Methusala did you open that link and read the 2nd chapter?

As Motz says, around we go again. Before going on about this any further, please, could everyone involved in this "debate", please, please read the Fly Better book 2, lesson 2, the chapter on the landing approach, from page 14. You can download it for free here. FLY BETTER...... It's free. You can download it right now and every little bit of knowledge we can get in aviation is a good thing. You have absolutely nothing to lose and you may have something to gain. Go on, be brave and take it in with an opern mind - even if you only read that chapter. It explains the methods very clearly, gives pros and cons, and explains why the "elevator for speed" approach developed from the days when a glide approach was the norm. It mentions that a 747 check and training captain said that if he corrected a 5 knot approach speed error with an attitude change, the rear seat passengers would move up and down by 15 feet! And before you say Oh, I'm in a Jab, I'm not flying a 747, I can assure you that these basic techniques work in large and small aircraft. Food for thought. Every single very experienced pilot I know uses the power for speed approach.

I wouldn't tell them what to do, I'd advise them what I'm doing and possibly ask intentions. If no response, go around. Darky, on going around, the normal procedure is to move over to the dead side of the circuit, not necessarily the right side. Also at the GAAPs there is an exception to go around on the live side due to parallel runway operations.

LOL CFIcare, I can imagine it now. Add that to that terminology that seems to be in use in some places of "turns" and it will be "joining midfields crosswinds", "turns bases". (Maybe people have seen Lord of the Rings a few too many times?)

Final. It is "final approach", and you are approaching just one runway, even if there are parallel runways. Actually, I've seen some approaches that could have been to any runway, maybe that was "finals".

Yes, Bruce, it is pretty normal to feel tired, and it does take a while to learn all that new information. It would help to have a notebook and write down things as you go.

AIP has a few, but not the training ones as such. Can you ask your school for the ones they commonly use? Are there any particular ones you are unsure about?

Why is it that whenever I hear anyone saying "Echuca" I'm tempted to say "Bless you"! Welcome Richo.

Not a list as such. Are you talking mostly about acronyms as mnemonics? Which ones are you after? ROARS, CIGARS, BUMFISH, CLEAROF, HASELL, CFMOST, PUFC, FROST, lights camera action?

Bones I think the problem with Australia is that we don't have the flying population to warrant including detail they might include in the USA. YCAB wasn't in my GPS units either. I just entered it in as a user waypoint. Before you do a flight check if you are going to any smaller strips/waypoints and enter them in if required.

Raptor I can assure you that everyone your age does not take drugs. Remember it isn't an issue of staying clean for you medical, it is a vital safety issue around aircraft - even on the ground, let alone at altitude where the affect of drugs may be different. CASA does random drug testing at airports and yes they can and do randomly test private pilots. Flying can be its own drug, you won't need anything else.

Dog, your scenario says there is a vacuum problem, which is very likely to mean your AH wouldn't be working. There are electric units available which are sometimes used for standby instruments, but they are not all that common. There's no need to climb to 10,000, the highest terrain in Oz is below that and many aircraft would not be capable of climbing at a good rate anywhere near that level. From planning the pilot would have a very good idea of the grid LSALT and could check that on the chart. No torch? How about a mobile phone? As I've said before though, it isn't a feasible scenario. (Especially with failed vacuum and a working AH).

Ant there is no regulation at the moment to carry 45 minutes fixed reserve, it is a recommendation. However if your operations manual stipulates 45 minutes (or anything else) that is what you must carry. Plus a percentage variable reserve for commercial ops, usually 10%. The recommended fixed reserve for jets is 30 minutes. Planning an alternate is another story. Have a look at the ATSB report!

It's worth having a stop at Arkaroola in the northern Flinders Ranges. Very aviation friendly, good people, with a wealth of local knowledge. They have accommodation from camping to motel rooms, restaurant, pool, and TWO observatories! There is a strip, they operate an Auster and a C207. Google Arkaroola and you'll find the information.

I'm with CFI on this. Note that SARWATCH is continous, so if you need to change frequency etc you have to notify ATC what you are doing and say you will call again at time xx. If you don't call by that time and ATC are unable to contact you, an uncertainty phase (incerfa) could be declared. This could be enroute, not just for arrival at your destination.

Dog, you haven't actually given me much to go on - i.e. pvt/charter/airwork? What class of airspace? In or out of radar coverage? Here are a vew points though. There are very strict tracking tolerances that must be adhered to. Such as 1/2 scale deflection on the VOR and +/-5 degrees on the ADF. If you go beyond this, you MUST notify ATC immediately. So there is no way you would suddenly realise you are out of navaid range, and there's no way you would suddenly notice you are 30 degrees off track. If in radar coverage, it's quite likely that ATC will be on to you anyway. You must understand that you don't just fly along for 50 minutes waiting for the turbulence to stop. You would be flying the aircraft, scanning and tracking the whole time. You would know the time, you must advise ATC if your estimate at the next position is out by more than 2 minutes so you are always aware of the time and thinking about the time at your next estimate. GPS isn't "cheating" is could be approved for sole or primary navigation, but not having one is OK. No autopilot? Who cares! Vacuum failure? From scanning you would know something wasn't right, so you'd go onto standby instruments or partial panel. If having trouble tracking partial panel, see the paragraph above about advising ATC. Can't contact ATC due to no VHF coverage? IFR MUST be capable of constant contact with ATC. If in areas with marginal or no VHF coverage, the aircraft must have HF radio, so if you lost VHF you would talk to ATC on HF. Can't find your torch? Unlikely. Most people have it on a lanyard around their necks (and turned on) for take off, so i can't see how it would have suddenly disappeared, and most people carry a spare which they keep handy. Just a few points Dog, I really don't want to go into this in too much detail because the scenario is not realistic.

It has been mentioned on the site that the second book in the Fly Better series is now available for download. Following all the debate on here, people might be interested to read lesson 2, the landing approach. (From Page 14). "Aim the aeroplane at a point near the runway threshold and control the airspeed with power." :thumb_up:

Very interesting, just reading it now. Following all the debate on here, people might be interested to read lesson 2, the landing approach. (From Page 14). "Aim the aeroplane at a point near the runway threshold and control the airspeed with power." :thumb_up:

Dog, I wouldn't be there, simple as that. IFR isn't VFR in clouds, it is a whole different set of rules and for numerous reasons the scenario you have come up with is not feasible. It has nothing to do with feathering props or catastrophic engine failures. Do you want me to go into all the various reasons?

Sorry Dog, if you are flying IFR it wouldn't get to that stage. If I have time later I'll explain why.

It could be worth writing to Pat Farmer. Better still, invite him to the airport, show him the small businesses, show him the people being brought to Camden to learn to fly or to have joy flights - bringing money to the town.

Thanks Sloper. The Warrior is OK I guess, but I believe there are better aircraft for ab initio training. Anyway, give the Jab a try and see which aircraft you prefer. Keep in mind the change in type might mean more hours while you adapt which could end up more expensive than sticking with the Warrior. The two aircraft are quite different.

Sloper there's nothing wrong with saving money. Why not give the Jab a try and see if you like it. If not, stay with the Piper. Either way, make sure you do the GA theory exams if you are heading towards your PPL. By the way, which model of Piper are you talking about?

SFTC had Libertys. They had some incidents, it might be prudent to check damage history. One was in the mid-air at 2RN.

There sure is a higher AoA on the outer (higher) wing in a climbing turn and it will stall first! (The trick question is whether you are rolling and/or pitching and/or yawing in a level turn, climbing turn, and descending turn!! That's off the topic though.)