Ryanm

I disagree with this, speaking as a "Jet-jockey". Yes, you'll certainly hear transmissions that are meaningless to you; but we broadcast our position/intentions when descending into Class G and approaching an Aerodrome. One day, it could be in an area that you're operating in. You, and the jet-jockey, will be glad to be on the correct Area freq.

Do you mean the CubCrafters Sport Cub?

I've never flown a Jabiru, but I'd imagine it's like most Aircraft. The general idea is to Land- Rectract the flaps to what ever setting is recommened- Apply T/O power. It all happens very quick, but there is a method to the maddness.

As others have said, it can be maintenance related and thoroughly briefed by the crew before departure. The Crew would notify the control tower if relevant. If they don't, the TWR will quickly ask if we're "Ops normal?".

Did your Airspeed/GS drop suddenly? While reading your post, Wind-Shear kept popping up in my mind. My thoughts are that an ASI error (sustained) would've become apparent earlier in the flight? You state the ASI and GPS readout were both indicating relative to each-other at all times? It could be possible that the re-rigging of the Ailerons has induced a slight yaw effect. Maybe that's why they were rigged that way initially? Interested to hear what ultimately caused your issues.

They're all airspeeds. V1 is factored for wind. It really does apply. Rejecting a take-off too late will end the same irregardless of what you're strapped to. You should have a Go/No-go point figured out BEFORE you commence the take-off. In a SE Light, an engine failure will obviously take some of the decision making away.

V1 isn't just about an engine out situation. It's a decison speed. If I have ANY issue prior to V1, I'll have enough runway to stop the aircraft on the remaining runway. If an issue presents itself after passing V1, I no longer have the stopping distance required and if I decide to stop, I'm probably going to go off the end of the runway. V1 is calculated prior to EVERY departure and includes many variables. It's factored for weight, weather, aircraft performance and config etc. The calculations are quite complicated behind the scenes. Luckily most of the hard work is done by the manufacturer and the Performance department. Aircraft acceleration is taken into account, that in turn depends on the weather, flap setting, thrust reduction (if any) etc. So they know what the airspeed should be at each point down the runway. At some point, we've used enough of the runway that a decision to stop will mean an overrun. That's all it is. VR is the rotate speed. This is also a complicated calculation behind the scenes. Basically it is the safest speed to begin rotation. Yes, we could try to rotate earlier, but I'll have to explain why the tail hit the deck. On my fleet, V1 is usually about 5-15kts less than VR, but on a long runway it's often the same speed. V2 is the speed to fly if we lose an engine once were airbourne.

Some of the best flying I ever did was Aerial Survey. Spent a long time doing laps of AUS chasing good weather. It's probably all digital now, but we were using film. You really had no idea if the images turned out alright till weeks, if not months later.

ERCs (Enroute Charts) are what you’re looking for. They’re a seperate map that shows all airspace and the freq boundaries. They’re in OzRWYS, or get a paper copy of the one you need.

Thanks for sharing the link.

This doesn’t have to be so difficult. clear of cloud will almost certainly keep you clear of icing. If you go through some rain, you could pick some up. Just stay clear (inclusive of required margins), you’re VFR.

That’s correct.

I get approximately 7.5hrs. 135- fixed reserved-10% Variable Reserve

The Aircraft AND PIC must be qualified to enter CTA, not just one or the other. No problem with the ad.

Great find Old Man Emu

You must always carry the POH, valid MR, and your licence/certificate. Don’t give anyone a reason to ping you if something goes wrong. i don’t believe anyone owns the airspace above their property. I can go as low as I need to due to stress of weather or during T/O or LDG.

Happy Christmas to all. I hope you’re able to spend some time with family and friends and not in complete isolation.

The rules shifted somewhat shortly after the fatal crash of an Air North EMB-120 in Darwin several years ago, but fell short of capturing the smaller Twins unfortunately.

Going on two months now waiting for an answer to a query to the “Flight Crew Licensing” branch. Got the receipt email, but that’s it. About time I equiped again I guess.

Northern Australia... it’s it’s either marginal VMC in smoke, or covered with “Isolated” Thunderstorms. The advice already given is what I would suggest too. Fly as early as you can and park up not long after lunch. The thermals can get very bad. We quite often start getting smacked by the thermals passing FL150 on descent into the Pilbara, very unpleasant. Another piece of advice is to not just rely on TAFs. You shouldn’t be anyway, but it’s not uncommon for Darwin (for example) to be forecast CAVOK. But then you find the METAR or ATIS is below IFR minimums! Look at the bigger picture, in the way of GAFs, winds, even the local forecast on the BOM site can be extremely useful. My rule of thumb up that way was to carry the next level on contingency fuel (INTER/TEMPO/ALT). Not always available, but something to consider.

Friday arvo is perfect for Perth. Once Pearce closes, we get direct tracking and max speed. PRD zones, from my experience, are very hit and miss. You're best to have a very manageable backup plan in the likely event they say "not available".

I don't think that's changed. Yes, we've advanced somewhat since those first flights, but "we don't know what we don't know". We've seen engine manufactures make mistakes with fatigue life of various metal components, yet we'd probably say we know all we can about metal. Fundamentaly yes, the basic design is pretty ironed out, but look at the horror story that Boeing has been dealing with for over a year.

Although I think the delivery was flawed, I strongly believe in your original intention. We're all here to learn and share stories. Without this, we're buggered. Thank you for making the effort!

Took the words out of my mouth.

In your first post, you said “The arrow of the ASI points directly at your desired value“. So my troubleshooting would be exactly as stated in my last post. Now, you’re saying the ASI was indicating a slower than expected speed. Which would start to suggest a performance/engine issue. which is is?