Mazda

Darky you of all people know how to study! BAK is a funny thing. "Basic" aeronautical knowledge. Well, yes it is basic, there is more to it, but "basic" doesn't mean "simple" and there is much to learn. Realistically I think it takes a few runs through the texts before people really get it and it really sticks, so I don't really have a lot of advice other than to keep going over it. Remember you won't just need that knowledge for your BAK, you'll need it again in the other theory tests you do, so it is important to really understand it. It's easy to skim through without it really sinking in so take your time to absorb it rather than rushing. Sorry Darky, that's not much help, just get stuck into it and ask questions if you need to.

A couple of other things .... Yes, the theory result is held by CASA and put in your log book. And if you wanted you could do all the ATPL theory without ever having seen an aircraft - but not on the CPL 150 hour syllabus!

G'day Tomo. CPL theory isn't that hard, there's not that much more than PPL but you need a thorough understanding of loading system echo. If you can't work out echo, you won't pass, end of story. You'll need access to all CARS, CAOs, etc, and you can tab them. If you are prepared to really put your head down and study, you should be able to do it, especially if you have some advice from instructors. Learn all you can, I used the ATC books but there are some other good ones around, background knowledge from things like Mechanics of Flight. Not sure if you can do TAFE courses up here, in NSW it's possible. In my opinion it is easy now because you can do the exams separately, and yes they are now cyber exams that need to be sat at a centre. Way way back when i was a little girl, we had to sit the whole lot of them together in one day. Yep, every single exam in one long head splitting day, with two breaks during the day. So we had to know the whole lot in one hit. Easy now as you can study one subject at a time! If you want to do your CPL, be VERY careful about when you do your exams if you are doing the 150 hour syllabus. It's probably in Part 5 of the CARs (I haven't checked though) as to when you need to do all the various exams, but it is very strict. If you do your CPL theory too early you will not qualify for the 150 hour CPL and you'll have to do the 200 hour syllabus. Now if you want to do the 150 hour syllabus you need to talk to a GA school about it, and your training is then GST free, but it MUST be an integrated syllabus of training. The sooner you decide you want to do it, the sooner it would be prudent to discuss it with a GA school. Anyway, get hold of some books and start studying because knowledge is a good thing!

That's fair enough Burbles. Personally I think you should be able to use any navigation equipment in the aircraft, and GPS units are fantastic devices. There have been numerous incidents and accidents where students became "uncertain of their position" on solo navs, even in aircraft with IFR approved moving map GPS. One incident springs to mind where the student ran out of fuel and did a forced landing. I can think of another one at night where the pilot became uncertain of his position, flew into CTA, gave incorrect positions to ATC etc, and the aircraft was fitted with a GPS which the pilot didn't know how to use. Ask your instructor if you can borrow the manual for the GPS. Some schools have GPS units set up in briefing rooms so you can push buttons. You may be able to find information for that model online, I'm not sure. Otherwise see if you can spend some time sitting in the aircraft with the manual (and the instructor if possible), but be a bit careful about spending too much time with it on, the next person might not be too happy if the battery goes flat! As for learning to navigate by dead reckoning, I'm sure you will do that, and I have a feeling most of your navs will be done with the GPS turned off. However if there is a GPS in the aircraft, you should be taught how to use it. When you do get up to solo navs, please don't "cheat", do the navs as your instructor suggests (which may be to leave the GPS turned off), but remember it is there if you do become uncertain of your position so you can get home safely. If this does happen, be honest and tell your instructor what happened and accept a bit of additional training in case your next aircraft doesn't have a GPS.

Did people get around to doing this? It's one thing I've wanted to do for a while. I've made enquiries about doing it before and was told anywhere from 5 to 10 hours, with 7 hours being a figure quoted to me. This was in GA, for a two ship initial rating. Poteroo is right that it does require professional pre-formation briefings and currency - i.e. it's not much good doing it if you don't have regular people to fly with!

I presume you are talking about on approach here, otherwise I'm not sure why you would need to side slip at height! Assuming there is a wind, as you are asking if you would slip into wind, therefore there would be a crosswind! So I'd do it in the natural sense, stick into wind with opposite rudder. As for slipping with flap, it depends on the type. Cessnas sure do sideslip, but if the flap is down at the time it can cause damage. Cessnas can sideslip with flap, it's just not good for them, so under normal circumstances don't sideslip a Cessna with flap, but if you are in a forced landing situation and too high, sideslip with flap out if you need to. They can do it, it's just not good for them, but it would be better for them to land at the near end of the field with room to stop, than it would be to avoid sideslipping but land long and run into trees!

Duncan my suggestion is to PM DJPacro. He's an experienced Victorian aerobatic instructor who can you train in Decathlons, an Airtourer (the best aircraft ever made ;)) and provide advice on RA and GA. I'm not from Victoria but can advise that Lilydale has a school with RA and GA, from Jabirus to a 160hp CSU Airtourer. On tailwheel training, it takes about the same number of hours to go solo in a tailwheel aircraft as a nosewheel aircraft. They are just different and you are right that tailwheel training provides you with good skills. I agree EMT type training and aeros is invaluable. You would have to do that in a GA aircraft. Once again, I encourage you to contact DJPacro for advice on options available in Melbourne.

I'm sure that someone on the Evans Head fly in thread suggested we have some sort of standard meeting place and time at events so people can catch up. There were a few of us at Evans Head but most didn't meet. How about saying at any aviation event we all get together at a certain time at somewhere obvious? Windsock? Fuel bowser (if there is one)?

I haven't flown a Jab so I can't comment on their handling characteristics. I have a fair bit of time in various C172 models (the older ones are a bit different from the newer ones) and can say they are a stable flying platform (so perhaps reasonable for navs) but they are cumbersome things. Sometimes they are a bit too stable. You are very forgiving in slow flight, which makes landing in some ways easier, but could also mean people who have just trained in 172s could be in trouble in other types. They are not very forgiving in a crosswind though. They don't give very exciting moments in the stall, so again it could lead to complacency in other types. I do think initially it would be good to fly in something a little less stable to encourage better handling skills. (However it may be less frustrating to fly in something stable.) I think that's why traditional GA schools tend to use basic trainers like the C152, Tomahawk, Airtourer, Citabria etc up to GFPT, then on to something like a 172 for navs. But there is more room in a 172 for taller, bigger people. Plus the trainers are cheaper to hire. As for RA-Aus or GA to start, the RA-Aus would definitely be cheaper. One thing to consider is if the school follows a similar syllabus for both types of training. Make sure the GA theory tests are done (BAK, PPL theory) along the way. Another thing is that it isn't hard and fast. If he doesn't like the Jab, he could always decide to change to the 172!

Thanks!

G'day Rosedale. If you decide to go back to GA you will need to get a medical, then go to a school for refresher training and a BFR. Having an aircraft on the VH register would most likely lead to higher maintenance costs.

For PPL there is a published Day VFR syllabus which covers everything you need to know for the level you are at. It's on the CASA website.

Yes! I always look around and behind the aircraft first (so you don't blast someone walking behind, or if someone is approaching from behind), then look ahead, then shout out "Clear Prop!", then wait a couple of seconds, then start. Darky, personally I always put my headset on before starting, often one earpiece over one ear, the other one off the ear so you can hear "outside" a bit easier. On some types you can't put the headset on after starting anyway, there are not enough hands to hold the stick back, put on the headset, and not all aircraft have convenient toe brakes. Plus you have instant communication with your instructor/passenger/student. The only thing is that if the intercom does work before start, make sure you move the mic away from your mouth before yelling clear prop or your pax will be deaf!

It was set up to avoid confusion, but I agree others do have very worthwhile contributions to make. "Student mentor" is already shown under the user name of those who answer the questions, so perhaps if that forum is opened again to everyone, the original poster could take note of comments of "Mentors" (who would most likely have similar views on most things anyway) as well as seeing the views of others. If the mentors and many others agree on a particular topic, but there are a couple of wildly opposing views, the original poster could make an informed decision.

It's most likely that you weren't seen. Sometimes people don't really look, sometimes they assume, sometimes sun is an issue, sometimes they line up so they can't see, sometimes in high wings it is difficult to see the approach. There are several reasons. It shouldn't happen, but it does, and it will!

:thumb_up:

It happens Darky. One of the great things about solo flying is the process of developing sound decision making skills, and it is obviously working! How are you enjoying the solo flights? Still singing?

Darky use whatever cushions you are comfortable with. Torso lengths do differ and preferences differ. Just be aware cushions compress a bit, I've flown plenty of time using phone books. OK, maybe a bit extreme, but I know you want to do aeros one day and cushions sure do compress when you start doing aeros. So if you do decide to get your own, you might want to consider higher density foam. It sounds like you are working out your take offs and landings so I'll leave that up to you!! Aircraft do tend to fly when they are ready and this will happen earlier at a lower weight, just make sure that you build up to flying speed (take off safety speed) before climbing away.

Welcome! Washing planes and scrubbing tyres can help to earn hours in some places ... Best of luck with your GFPT in the 152, how far away are you?

Tony that sounds truly awesome. I'd love to see some photos of the Taylorcraft restoration process if you have any. :thumb_up:

Polarised glasses don't show the "glint" that might be another aircraft. They also make it hard to see some screens like GPS.

Cliff Tait wrote a book called Flight of the Kiwi about his solo flight around the world. The whole book is written in the plural - "we" flew to a particular airport. The "we" is Cliff and his aircraft. He felt they were on an adventure together. There's nothing wrong with that! There's nothing wrong with singing either!

Hi Slippery No question is too dumb here so don't be shy! I initially trained on General Aviation aircraft on the Civil Aviation Register (VH registered, things like the Piper). If you like you can train straight away in GA, but it is more expensive. Many people now train in RA-Aus aircraft (like the Jabiru) then convert to flying GA aircraft like the Piper. It's cheaper to do that than to train on the Piper from scratch, but you can choose which way you want to go - maybe talk to your instructor. Ian has mentioned the hours required. If you pass the GFPT (General Flying Progress Test) you can fly aircraft like the Piper and take passengers, but you can't navigate far from your home airport. To be able to travel in the Piper you will need your PPL(Private Pilot Licence), which includes navigation training. The "navs" can be a bit expensive as you might be doing 3 hours in a flight. Your school could advise the rate per hour for this. There's quite a lot of theory to do. The theory tests for the PPL do take some study but there are good books available, courses you can do, and your instructor should give you some guidance. You'll have to learn about things like aerodynamics, aircraft systems, and the rules of the air. When you start navigating you'll have to learn more about weather and navigation. You'll start learning some basic theory in your lessons right from the beginning and you'll build on that as you go. To fly in cloud you will need either a private instrument rating (known as a PIFR), or a command instrument rating. The private one can be done in stages, so you only learn as much as you need, and you can do a theory test before you move to each new stage. If you want to go the whole hog you'll need a command instrument rating, that's 40 extra hours of flying (although some can be done in an approved simulator) plus a theory exam called the IREX, much of which is about the regulations and procedures for instrument flight. The IREX has a bad reputation because a lot of people do fail, but with study it is not too bad. Remember, you aren't going to sit the IREX now, by the time you get around to it you would have a lot more knowledge. So for cost you would need to budget for at least 40 hours (plus the flight test) in a suitable aircraft. Either that or you could do a PIFR, or do what many pilots do and avoid flying in bad weather. Your instructor should be able to run you through the details. Remember it does take some time, so most people tend to do things in stages. You won't need to buy an aircraft if you decide to hire aircraft from the airport. That means they will pay for the insurance, hangarage, maintenance etc and you pay an hourly rate. You could then try out different types to see which you prefer. As Ian said, it is difficult to say which aircraft is best because they have differences. Some are designed for speed, some to fly slowly, some for aerobatics, some to be easy to fly, some are more powerful and carry more weight. Some pilots prefer high wings like Jabirus or Cessnas, others prefer low wings like Pipers. As you progress hopefully you'll start to realise the type of flying you prefer. If you have specific questions about types you could ask on here.

It's best to unlatch the door(s) in anything before a forced landing, if time permits.