Mazda

David, I don't get what you are trying to say. My comment about the opposite being the case was in relation to some sort of 'loophole' closing to prevent drivers licence medicals. It is not being closed, it is being made available to GA.

If you have a PPL there is no need to go to RPL, you will be able to fly with a drivers licence medical with PPL privileges, including controlled airspace. It will only apply to drivers without conditions on their licences. It would suit those who can't hold a Class 2, but it might also suit those not near a DAME, or not wanting to spend the money of a medical (especially if additional tests are required), or maybe student pilots don't want to pay the medical money until they know that they want to stick with flying. The RPL will have a distance limit but nav endorsements and controlled airspace endorsements will be available. It can be on a drivers licence medical. If you go along to the CASA AvSeminars they have information.

dh10, quite the opposite is the case, CASA plans to introduce a drivers licence medical standard for not only RPL, but also for PPLs who choose to go that way. There will be some restrictions like 1500kg, day VFR and one pax.

Hi there Glint. Yes, it can go pear shaped quickly, and when solo the instructor can't sneak in a bit of rudder to help, it is all up to you. Remember all that talk of right rudder when you put on power? The faster the power goes on, the more you need to compensate. The more power you have, the more you need to compensate. Looking ahead will help you to see early trends and correct appropriately. Also remember when things don't go according to plan, like looking as though you will land long, going around is an option and you can set up for a better approach next time. Discuss it with your instructor, and also mention that the occurrence scared you because your instructor can assist if you are feeling worried next time

All military airspace is Class C. If a VFR lane is marked through Class C, it requires a clearance just like any other transit of C. There are lots of Class C VFR lanes around, such as through Coolangatta airspace, Williamtown coastal, etc. The only time you won't need a clearance is if the lane is clearly marked as other than Class C or D (like G). The inland Williamtown route is in C. We have way too much military airspace in Australia in comparison to the rest of the world, it is good to see a step in the right direction.

Who says the stick has to be back for the aircraft to be stalled?

Basair would not be my recommendation. They are experienced with foreign students but have had quite a few incidents. If you really want to learn rather than just get the licence, consider the smaller schools rather than a "college".

I used the ATC ones and found them to be pretty good for the basics.

CASA would certainly not find them in breach of 155, my point is that the aircraft may have flown beyond its limits, and of course aerobatic manouevres took place. I agree absolutely, tell the owner or maintenance org and consider more training.

Well that is a new one, if it is unintentional it isn't aerobatic. Does that mean if someone accidentally enters a spin then pulls 5g or more recovering from the dive that it isn't aerobatic?

As stated previously, CAR 155 has the rules, turns of up to 60 degrees are not aerobatic, turns over 60 degrees are. Plus flight manual limitations must be observed. I agree pilots should do EMT and/or aeros training, but do it with an aerobatic instructor in an aerobatic aircraft. And if you have aeros approval and a suitable aircraft you can turn with more than 60 degrees AOB. Oh, and Dazza38, despite Nigel being the best aeros pilot I have ever seen (sorry DJP) and having 7000 hours, he only has a PPL so I'm assuming your friend who was 'taught' aeros by Nigel either did it in a glider or received some competition advice on top of aeros approval.

Put the line between your legs. ;-) That works when you change aircraft types too, rather than using rivet lines. Although in the Pitts I always landed left, I couldn't see much of the runway let alone the centre line, so I landed the same distance from the left runway edge at every runway.

Jimmy which instructor was that? JH, JG ...? It sounds as though they got you going!

There are a few of them. Things like the Champagne PC flight planner and Airnav VFR, you could look at their websites.

I agree, it is not easy to do here, ask direct questions from your instructor, ask him or her to draw a diagram of the type of CSU in the 182, and give background infomation of the other basic type, discuss failures, discuss what to do in an engine failure, discuss general settings and and look through the 182 book with your instructor. The instructor must be able to show all of this to you. If not, ask for an instructor who can show you. The ATC books have some some general info on CSU. The 182 is easier in some ways! Which model are you flying?

By the way Win, that post of yours was completely uncalled for. I've spent hours and hours on this forum helping people, often to the detriment of my own family. Ask Tomo whether he thinks there is any sour grapes. In fact, ask Tomo how many times I contacted him at Bundy, concerned about the poor weather and making sure he got home safely. Any prejudice you think I may have is in your mind only, what on earth does religion have to do with it? As you are not aware of my own religious views, it seems a peculiar thing to post. A a student mentor, one of my concerns is that Tomo might be put in a position where someone (no one on here) might drag out some dust covered relic from the back of the hangar and say sure, fly this. Sure it's insured and it ran just fine last time it flew. Flying well maintained tugs is most likely a much better option!

Congratulations on such a safe and successful outcome, you have done a great job! :thumb_up:

Sorry Tomo, I stand by my original comments and while you are not trying to rip people off (of course you would never do that), to me it seems as though you are trying to get whatever you can for free. It sounds as though you do have the money to hire or buy, but you have different priorities. How would you like it if someone said hey, I like your house, I'll live there for free when you go out because I can't afford to buy/insure/maintain my own house while I'm saving up for a new car, and I'm trying to avoid renting because that stops me from saving for the car. If a friend asks you to fly, that is a different story, but 'advertising' on a public forum is certainly not in the spirit of private flight. Be careful there. If you are hell bent on the idea, make sure you see the insurance documentation to comply with the policy - some may want a certain number of hours, minimum tailwheel time, x days currency etc. You are not high time and have zero GA solo tailwheel time, it might actually cost the owners money to have you included on the policy. Also ensure you have enough put away to cover the excess - just in case. Remember that these flights are not under an AOC and as you have said, if the aircraft have not flown for some time there could be issues. There are better ways Tomo. Why not work in a flying school on weekends and be paid in flight hours in an aircraft which does fly regularly? One operating under an AOC, insured for training? Sweep floors, refuel, take bookings etc. Better still, why not invest in your CPL and be paid to fly?

Yep, just sitting there waiting for the owners who have forked out all that money to buy/maintain/fly them!

Tomo, aircraft ownership is expensive. Insurance is expensive, hangarage is expensive, maintenance is expensive. Even if the aircraft doesn't fly, you are looking at around $10,000 per year, and that is not taking into account engine/prop/rectification. So if you want to go for a run for an hour or so in an aircraft that doesn't appear to fly much, I suggest offering the owner around $10,000. Seriously Tomo, if you want one, buy one, or go to a flying school. Those aircraft do enough hours to justify the cheaper hire costs, rather than to cadge rides from private owners struggling to keep up with the bills.

I tended to land in the middle (or at the time I think the eastern side was slightly better for landing), I haven't been in there recently, sometimes sides vary on what is best, but as long as you are between the cones you should be OK. Just make sure when slowing down you have enough momentum to taxi off to park. The aero club/caravans are on the western side.

Yes, I've been in there many times. The strip is grass on fine soft sand, and those white patches are the sand. The strip has a slope up to the south and the ground continues to climb to the south, so beware of taking off that way. The wind can be all over the place but due the slope and terrain I tend to take off towards the north and land towards the south. Landing that way, the first section of the strip is a bit offset. Be prepared for windshear. Do be aware the sand is soft, keep the power on when you slow down and keep moving to where you want to park or you can sink. Pulling aircraft around in that sand is an adventure. The sand is very fine and if you are camping there make sure you clean the aircraft and put put covers on if you have them because the sand gets everywhere and turns your aircraft black. Lots of furry grasshoppers about so be aware. You will find tea, coffee and biscuits in the clubhouse. The airstrip is a fair way to Dunwich itself, you'll need a lift. There is a taxi on the island, it isn't cheap, so get a lift if you can. From Dunwich you can get a bus to Point Lookout, which is where the nice beaches are. At Dunwich you can also go to the Little Ships Club for food or drinks. If you want to go to the mainland, there are 3 water services which will take you to Cleveland. The nicest is the Big Red Cat. The blue barge will also get you there, or you can get the water taxi which goes from near Little Ships, but it is more expensive. There are buses and trains at Cleveland. If you have spats, when you get home maybe pull them off and clean them out. The sand at Straddie is mined, there's titanium in there and it will cause some wear if you don't clean it off. Give your aircraft a good wash too, sand, titanium and salt are not a good combination. Also be aware of the lanes on either side of Straddie, aircraft will be going up and down there on the area frequency, you'll be on Dunwich. Plus it is the training area for Archerfield (although not a very busy training area). Have a great time there, and let me know if you need any more info.

Cliff is a wonderful man, an unknown hero. I'm fortunate enough to have had some good chats with Cliff, he has some great stories. (Naremman it is good to have another Airtourer fan on here). I'm fortunate enough to have flown with Stan too! Now settle down HH, i'm not on here 24 hours a day. Of course it is easily proved with physics and graphs. My suggestion is to ask an instrutor to show you, and failing that get hold of Kermode's Mechanics of Flight, it's an easier read than Aerodynamics for Naval Aviators. I can't remember if it is covered in the Noel Kruse Fly Better books but you can download them for free. Why not try it for yourself? Fly at best glide, then slow down and watch your rate of descent on the VSI.

We can all help by flying neighbourly and educating people. The general public don't get it. There are "flight paths" which go to either end of the runway. If they buy a house mid downwind, that is nowhere near the "flight path" but planes keep flying over the house, over and over, one every couple of minutes, one following the other really close and there isn't even a control tower, why don't they just land? Or why don't they go flying somewhere else? Sometimes they even switch off the engine, and just when it is about to crash they turn it back on again. Then there are those stunt pilots doing loop the loops, very dangerous, like ute hoons doing donuts in the sky, sometimes they point straight down with the engine off, surely there must be a law against that. If they have to fly round and round like that, why do they have to get so low before they land? Sometimes I can nearly touch the wheels, and there must be fumes in the exhaust, it gets all over my washing. Why don't they fly further away instead of right over the houses? It might have been OK when this was all farmland, but now it is residential houses and they need to go somewhere else, that land could be used for housing, sporting fields or even a hospital. So do your best to avoid deliberately flying over areas that are noise sensitive, and tell people about flying. Tell them that the Qantas pilots who saved the A380 were once trainee pilots in a little airfield somewhere, and the pilots at the little airfield might save their lives one day. If we don't train pilots, we will have to import pilots trained in India and China, like doctors. Tell them the circuit has road rules in the air, it is a safe way to use the same runway, and glide approaches or simulated EFATO is like taking your foot of the accelerator in the car, not switching it off. Tell them those pilots hooning in the sky are not hooning at all, they are working up a gymnastic routine in the sky, training for a national competition, or even a world championships, representing Australia. How lucky are they to be able to see that. Tell them the Aviation White Paper is Government policy saying that airports should be airports, and non-aviation developments near airports are to be discouraged. Tell them about people who pay extra to live in an airpark right near the runway, wealthy people like John Travolta choose to live there. Why? Because there is something magical about flight, and maybe you could even take them up for a fly to show them.

"Best" glide depends what you want though. The normally quoted "best" glide is for distance, not for min descent rate. If distance is not an issue and you want minimum descent, a slower speed than best glide will provide this.