Mazda

The RAAF isn't that good a place for people who like flying because they barely do any. The transport guys do a bit, but fast jet pilots are lucky to barely remain current, let alone operational. People who want to fly are better off in the RAF. On the civilian side, there must be good opportunties in flight training now, with so many instructors going to the airlines. Wouldn't it be great to set up a really good, professional school with enthusiastic instructors, teaching good flying skills and airmanship?

Very nice! (How did you go?)

I have used QFE here - but only for aerobatic competitions operating out of one field, where the aerobatic box has defined boundaries including an upper and lower limit AGL. It is not necessarily dangerous to set zero on the ground (that is what they do in the UK), but it is not standard practice here and not recommended for normal operations when other pilots will be using QNH.

You'll find it pretty hard to get computer access at many places when away on a trip. Does that mean that you can't return home because it would be unsafe? :devil:

No! I don't think Smithy had one. They are useful for getting weather etc, but that can also be done by phone or radio. Without one though you wouldn't be able to ask this question online! ;)

Ferret remember that navigation is based on groundspeed, and that can be quite variable. The wind is not always as forecast and can vary enroute, certainly by more than 1.5 knots! Estimates are regularly updated in flight based on actual groundspeed. Yes, the pressure does vary from day to day, and even hour to hour, and your altimeter (set to QNH) will only read pressure height if the QNH for that moment happens to be standard (which is not all that common). There is a published area QNH for different times in each forecast area. You can use that forecast QNH for each area, or you can use the QNH of an airfield within 100 nm. So yes, you do change QNH enroute. Your destination could have an AWIS, ATIS or forecast QNH which you can use for your arrival. Your instructor will cover all of this, as will your theory studies!

The aircraft are "standard" types so the MTOW, baggage limitations etc will always be the same. Remember the utility category and stay within that if required. In Bravo the weight is in pounds. If given weight in kg you have to convert it to pounds (and they will almost always give you the wrong type of weight). The Moment arm is in inches, and the moment (weight x arm) is in index units so the numbers are not so big. Index units equal weight x arm divided by 1000. That's it! MTOW is 2200 lbs (Utility 1850 pounds), max baggage 120 pounds. Empty weight and moment, and oil weight and moment should be given. A Charlie aircraft is in kg, the arm is in mm, and the moment is in index units which are weight x arm divided by 100. Note that is 100, not 1000. There is no graph to work out the moment (as you can with Bravo), it must be done mathematically. MTOW 1115 kg (Utility 925), max baggage 122kg. Yes, Echo. You start of thinking A, B, and C are tricky, until you start doing Echo and long to go back to A, B and C! :hittinghead:

OK. Loading System Alpha uses a graphical type of approach. You enter the BEW, Row 1, 2, 3, baggage weights, fuel etc in boxes on the load data sheet and trace a line left and right for each line, with sections indicating weight in kgs. The line then goes straight down into the W & B envelope. There are different graphs for normal seating and club seating. MTOW is 1633 kg. Loading system Bravo has weight in pounds, arm in inches, moment is weight x arm in index units. It can be worked out mathematically just by calculating the numbers, or graphically by plotting the weight and moment/1000 inch pounds for lines drawn on a graph for pilot and copilot, fuel, rear seat pax, baggage etc. Then the info is plotted in the centre of gravity envelope at ZFW and TOW. It is a normal and utility aircraft. MTOW is 2200 pounds. Loading system Charlie is in KG and mm. It is a normal and utility aircraft. It is calculated mathematically, then the ZFW and TOW are plotted on the centre of gravity envelope graph. MTOW is 1115 kg. Then if you do CPL theory you have to learn about loading system Echo. :devil:

It was good flying. I wonder about some of the sausage factory schools churning out airline cadets. Are they taught how to slip at all these days? I know some schools do teach it, I'm just talking about the airline specific training institutions.

I'm sorry, I don't know of any links. Do you have a BAK theory book? They usually have good information on the systems. Is there anything specific you need to find out?

You now know my secret! That's how I've managed to beat faster aircraft from one field to the next. Cruise climb out maximising forward speed, and on descent keep the power up while allowing the airspeed to increase.

Ferret there is no harm at all in writing down where you change frequencies etc. For me, how I plan depends a bit on where I'm going. If it is a relatively short flight to a familiar destination I might just have the basic info with track, distance time and I'll have the ERSA and maps to check frequencies. If I'm doing a long trip to unfamiliar destinations I'll use the AirNav VFR software and print out a Flight Schedule. It is fantastic. As well as the usual time/distance on waypoints, it includes the amount of fuel that should remain at each waypoint, the estimated time/distance to change frequencies and navaids, and you can add your own reminders as notes. So if you tend to forget your checks or need a reminder about anything, you can print them on the schedule or on the map. It even calculates the overflying height and circuit height. You don't need to have the software to make such notes though!

That sounds like a hint Flyer! It's true though! The only problem is that once you've flown one, everything else seems mushy and wallowy (did I just invent that word?) The 115hp ones probably handle the sweetest (although they are a bit underpowered compared with the 150s & above).

Ferret, no question is stupid! ;) CTA is controlled airspace. CTAF stands for Common Traffic Advisory Frequency, which means the airport is uncontrolled and is not in CTA. (Confusing?) Camden is indeed a GAAP, with the tower only operating on weekends (and usually public holidays). The tower hours are in ERSA and any changes are in the NOTAMs. If in doubt about any airport just phone the airport operator (phone numbers in ERSA) and ask for clarification.

Thankfully the aircraft is a wonderful responsive type!

It would have been some months ago now.

Well done, tailwheel training opens your eyes and makes a lot more interesting aircraft available to you. It does get easier, but it is something you can never take for granted. In a tailwheel aircraft it really is true about the flight starting before start up and ending when the aircraft is tied down or hangared. They are not forgiving of lapses in concentration!

I heard a rumour that there may have been an incident at Camden involving a Citabria today. Does anyone know if this is true? I heard there may have been an elevator problem and the pilot brought the aircraft back home using trim. If that is true, hats off to the pilot.

I know of several families who fly with their young kids regularly, right from the age of birth. They use the same kids seats as they use in their cars. I'd suggest having a non-flying person on board though to manage the kids!

Great Tim! Make sure you let us know when you are coming in.

I agree with Facthunter. Flying in blocks I think is the best way to to it. If someone only flies once a month (or even once a week) in the initial stages, they don't get into the swing of things. Just as they start to get the hang of something they forget, then have to go over that same lesson again next time. It wastes money. Doing blocks of training is great because you can really get into an aviation frame of mind, as well as not forgetting the feel of those new-found skills. Two short flights a day is great, and when you are solo that second flight could be solo consolidation. As well as the flying, you can dedicate your time to theory study, watching and listending to others, and perhaps sitting in on other people's navs. Once you start doing your own navs the flying will be more tiring so you might need more time to relax. I did some instrument training with two flights per day, maybe a short flight and a nav of up to 5 hours, day and night IFR flying, plus flight planning and theory study. That was too much for me and I was very tired.

Well yes, they are harder (and some are quite a bit harder than others) but they make you a better pilot! If people start out on taildraggers it takes about the same length of time to go solo as newbie nosewheel pilots, so don't worry too much about it. Remember plenty of people learnt to fly in taildraggers before nosewheel aircraft even existed.

True Matt, there's something special about real three dimensional flying. I wish more people would do it - there is so much fear of the unknown! So many people seem to tense up even at the thought of stalling or steep turns. Aeros are FUN! They capture the real essence of flight and freedom. Plus the skill and confidence gained could save lives. For those that have never tried, if you have the opportunity do try to book in for even a small amount of aeros/spin/emergency manoeuvre training - it's like opening a door to a new world of understanding. (And fun of course! It's not nearly as scary or sickness inducing as you might imagine). If you just want to see what it is like, find something interesting to do it in too for an unforgettable experience, maybe a Pitts.

Dual spins of two turns in CT4s were encouraged in the RAAF. Solo student spinning was not permitted - at least not in the early days of the CT4's service.

These things happen. My aircraft isn't all that stable and drops a wing whenever I let go, so I'm trying to learn to write left-handed! One thing you can do though is to work out a way to sort out your knee board before the flight. This works for me but you might have a way that works best for you. I tie my pencil (which has WAC distance marks on it) with string to the clip of the board. Then if I drop it I just pull the string rather than putting my head down. I actually use AirNavVFR so I have my charts printed out to fit the board, but if using real charts you can have them folded and in order. I clip my charts to the board so I can't drop them (keep in mind mine are A4 single sided pages though). I have my flight plan, fuel plan etc clipped to the top of my board (which opens towards me), and the maps clipped inside, top and bottom. I also have the aerodrome information (ERSA) clipped on the front of the board, under the plan. On the aerodrome diagram you can draw in the direction you will approach the airport, and from that you can make a plan in advance (or enroute) as to how you will enter the circuit. You can also draw in right hand circuits (if any) and where the wind is forecast to come from so you have a good idea of which runway is more likely. You can note the elevation and work out overfly height and circuit height. If you are feeling rusty you can always practise radio calls (without pushing transmit) enroute, or if you are really feeling rusty you can write down each radio call in advance and read it out (keeping in mind any variations which may happen on the day!)