Mazda

Merv the other interesting thing is that when you are flying IFR you need to tell Centre that you are changing to the CTAF, and you must say the actual frequency - eg "Changing to Taree CTAF 118.1 will contact you ops normal by time ..." If they gave the wrong frequency to BN Centre, the Centre controller (in theory) should have picked up on it. And that should be on the tape.

By the way, if you want the tapes to be pulled, you could ask Airservices, or ask the ATSB to get them. They don't keep them for long so do it soon. Just make sure you give them a reasonable time window so they don't have to search through hours of it.

Well done Merv!! :thumb_up: Yes, if you set off the TCAS it must be lodged as an incident with the ATSB by the airline crew and I'd suggest you either give them (the ATSB, in Canberra) a call or put in a report too (just to make sure they know that the airline crew was on the wrong frequency.) I get really fed up with airline pilots who think private/ultralight pilots are the only ones who can be on the wrong frequency - it's simply not true. Plenty of airline pilots have made that mistake, including pilots of airline jets. They had no right at all to abuse you! Some airline pilots keep pushing for more and more "mandatory" frequency airports, but it doesn't work because anyone can be on the wrong frequency, even if it is a mandatory radio airport. The best thing to learn from this is to always look out of the window because you never know who might be out there on the wrong frequency, or with a radio failure or electrical failure. If you don't hear a radio call it doesn't mean you are the only pilot there, so always look out!

Nice photos!! I'd like to do some flying up that way one day, maybe up the lane over Straddie. (I've put up a NSW trip report on the GA forum if anyone is interested).

Best wishes for a speedy recovery Terry.

Does horse riding count?

The best ground briefings I've had were at schools which didn't charge for briefing time.

I planned a flight down there but it didn't eventuate due weather so I haven't actually done it, so this isn't very good advice!! I planned coastal, avoiding high terrain and enjoying the view on the way down. I'm sure it's longer than the inland route though. I planned via Moruya, Merimbula (fuel), Mallacoota, Lakes Entrance (Great Lakes), down the lane past Sale, over Yarram.

That's interesting - so you are using flight following? Generally are you given a good service? It's no use to me as I don't have a transponder (which of course means I don't show up anywhere as SSR traffic!!) Normally when flying up that way I'll listen to the BK ATIS and call BK tower with intentions (as per AIP flights in proximity to GAAP and ERSA BK). That only applies within 3nm of the zone boundary though - so inside Hoxton & Prospect. I then get all the traffic inbound/outbound BK.

You've hit the nail on the head there! If you were watching him, you were not going to run into him, and if he had you sighted (which he obviously did) he was not going to run into you!! I don't think he should have given you such a hard time actually. I was a pax in a C172 the circuit (base, 06, number 2 following something on long final) there one weekend (tower active) when a C182 inbound from Mayfield flew past the aircraft I was in, to the left, same level, maybe a wingspan away. The worst thing was that I don't think he saw me. :confused:

Mat, currently there are 3 ways. Yes, 45 degree mid downwind at circuit height giving way to cct traffic. Overfly midfield xwind (at 90 degrees) at circuit height. Or a straight in approach if established at 5 miles. At Camden there are local considerations. 3 legs of the circuit must be flown so straight ins can't be used. There's a cross strip and gliders on the normal 'dead side' and ERSA actually states there is no dead side, so joining midfield crosswind can be problematic if the other runway is in use or gliders are active.

One that springs to mind was flying down towards Canberra over a bit of cloud. Not that much cloud, there was plenty of land visible below. Goulburn came up as expected and I saw the highway, so I adjusted my track and flew near the road. Then I saw the train. Train?? There's no train line on the road to Canberra. I realised I'd assumed the highway I saw was the one to Canberra, but it was actually the one to Yass. I was so annoyed with myself for not relying on heading and watch, and not cross-checking my "visual fix." I saw what I wanted to see, not what was really there!

The Great Lakes website has some good information and photos. See here: http://www.lakes-entrance.com/airfield/index.html

Be aware that if you plan to fly to Temora on the Easter weekend they are holding flying days there.

Terry I haven't flown in to Mallacoota but a friend of mine operates there and across to Gabo. Let me know what you want to find out. He's told me previously that Mallacoota is a good gravel strip but keep it rolling to avoid prop damage. Generally there is no fuel, they might be able to organise drums.

Ian I think the sister site has fallen over!

MozartMerv, that's true, if you heard other calls you would have thought you were on the correct frequency. That sure is a trap. Jim if you can ascertain circuit direction in advance (from other traffic, UNICOM, AWIS etc) you can descend to circuit height and join downwind or midfield crosswind. If you don't know the direction, overfly and look at the sock. Yes, you need to keep a good lookout everywhere! Above, below, in front, behind, left, right. Really turn your head around and look. Be aware of your blind spots (maybe lift the wing in a high wing). There may be faster aircraft overhead, or departing aircraft, or maybe aircraft doing instrument approaches. There may be faster aircraft in a higher circuit. Often the airline aircraft will call well in advance though to set up a straight in approach. Technically they have to give way to circuit traffic, but it doesn't take much effort to adjust your circuit so they don't have to go around, and that gets them down safely without having to mix it with you too much in the circuit!

It is everyone's responsibility to see and avoid, and fortunately in this case you did, so it worked! You can look as you overfly, look as you turn, and look behind you as far as you can see. (Otherwise when you become a fighter pilot you might get shot down!) People talk about the added safety of CTAFs having mandatory radio requirements but is isn't true because anyone can make the mistake of being on the wrong frequency, or have the wrong radio selected if they are monitoring two frequencies, or even have a faulty radio and not know it. At some airports there are some non-radio equipped aircraft too, and that certainly used to be the case at Maitland when I flew from there. Also check ERSA (the current one of course ;)) to see if there is an AFRU or UNICOM if you are flying somewhere. I don't think Maitland does unfortunately. But if there is an AFRU listed and you don't hear anything, or a UNICOM operator and you get no reply, check your radio (frequency, volume, selector panel) and try again. Also think about where you are going. Maitland often has traffic, so if you don't hear anything from 10 miles out it might make you wonder why. I think it is now on the Cessnock frequency (from memory) so between the two airports you'd expect to hear some calls. If you don't hear anything, start to wonder why! Please use current documents!! If you haven't had a chance to order from Airservices or Bankstown, some of the Camden schools carry ERSAs so you could buy one before the flight, or even download and print out the pages from the Airservices website. If you can't do that, maybe even tell the school you don't have current documents and they might be able to lend you an ERSA or even photocopy pages for you.

TechMan, do you blame anyone for wanting burn suits and helmets when flying a Jab?!!!! :devil:

Yep, cruise at the turbulence penetration speed if there is one published for the Jab. Then relax and let it ride the bumps. Remember that most aircraft are stable enough to try to return to their original flightpath, so most of the time don't do anything - the aircraft will settle. Yes, their might be a bit of yaw but that will most likely correct itself. If anything seems to be going beyond limits (like a roll that keeps going) just gently correct it and leave it alone.

It's true that they will start, but not necessarily as easily as someting like a C152 started hot all day every day by low time students. As an example, a Pitts being wrung out in a sequence at low fuel (low weight) then landed for refuelling and more flying. One hand holds the stick back, one hand operates the mixture (ICO), one the throttle (full), and one hand to start the thing, then when it starts sorting out the mixture & throttle while still holding the stick back. (And possibly another hand for the checklist if this is required, but you need a lot of hands). Add to that the possibility of the prop being reluctant to turn in some high compression engines, and it adds up to being a little more difficult than mixture rich, throttle set, start on the C152.

Ha! Mozart that is the same Party I used to hire for $175 (when it was newer and shinier!) Airborne charge $409 dual for the C182s, and $448 for the Party.

Try Phil Unicomb who operates from both Maitland and Cessnock. (Action Aerobatics). I'm not sure if he does ab initio training but if not he might be able to recommend someone.

Thank God for Recreational Aviation is all I can say. At least it gives people an opportunity to learn to fly. I trained in GA and when I first started the dual rate for a C152 was $85 per hour. The C172 dual was $95. A few years later Citabrias were about $110 (I can't remember if that was dual or private hire though). After I did my twin training I used to hire a Partenavia for $175. I guess it is relative but flying still seemed expensive. I'd save up for months to do a block of flying, but at least I could do it. The dual rate in a C182 is now over $400 per hour!!!! How can people afford that? No wonder people are moving to Recreational flying!

I reckon The Stig is David Brabham. Personally if I had to get someone to do flight tests I'd use a test pilot!