Tomo

No worries Shane, glad you enjoyed it. I don't think I've ever flown into Toowoomba with it that busy!!! Maybe because the weather is a bit hairy when I tend to be there, and I'm the only mad man silly enough to be out there!!

Yeah only PAL at Toowoomba, no tower.

You're not wrong Nev, but he said not to look or focus on them, and actually I forgot about them after a while, if you look down the runway you don't notice them out to the side. I'm not even sure if you can turn them off can you? I've always seen them going in Toowoomba when the lights are on, I'll ask next time.

Thanks guys! Makes it all the more fun sharing it with others. You're just getting fussy now Alf... Indeed OME, if it weren't for engineers the aircraft won't be getting anywhere!

Just warn your passenger before yelling... scared my instructor one day yelling it out, probably a tad loud!

Rocked up at the school a few minutes early, looking suspiciously at the weather, as annoying bits of low cloud were blowing in over the airfield. I quickly went inside where you can't see what it's doing! We have a chat on what we need to do... different instructor this time. Annnnd... different aeroplane! Was tempting just to use the G1000 C172, but I reckon it's just not enough of a challenge for me to use a screen! So we dragged out the Warrior, and since I'd never flown a Warrior before he showed me around it briefly, and I set about doing a daily inspection. Being happy with the airframe, turned on all the lights and ensured they were working, nothing worse than finding something not working when it's dark, and all the engineers are gone!! All good there... instrument lights etc... Put some juice in the tanks, fuel drain etc... and in we jumped! Or climbed and fell in as it were with a Warrior! Start up was all good, taxi to the run up bay, run ups... checks etc etc... onto the runway and away we go... lift off and climb out at about 80kts. I should add too, this flight was in day light! The aim was to do some more basic IF and bits and pieces. Putting the fan dangle hood on pretty soon after lift off we buzzed around the training area with me staring at the instruments again. Doing all sort of things. Playing with the ADF a fair bit, intersecting radials, and flying inbound, outbound etc... which was good fun. One thing I really enjoyed and thought was quite a cool exercise was, he got me to close my eyes and tilt my head down, then do a climbing left turn, then right and all sorts of things with my eyes closed and me flying! Then he asked me to open and recover, on instruments. Well it was quite surprising the attitude we were in! Pretty much on stall, in a high bank situation! What an eye opening experience! After a while we joined circuit and did a few more instrument circuits with me wearing the hood. First time I'd flown this plane, and doing an instrument circuit, so I couldn't see outside was a funny feeling! Got visual at around 300ft and landed it, which was pretty simple I discovered. I thought a Cessna landed quite well, but this just settles and is very predictable. Pulled up after a few of them for a break and something to eat... After a while it was dark, so out we go, watching the weather closely... I meant to add too, the clouds lifted quite nicely earlier to allow us to get out and do what we had to do! Night circuits in this was similar to the Cessna, accept the landing light was pretty much useless... well so I reckon compared to the nice 172 I had last time! After a while the landing light had a failure I was told.. i.e. it stayed off! I found out with it off, it obviously does work, and make a difference when it is on, 'cause it was might black in front with it off!! The landings were actually no different really, maybe even better! (probably because you're concentrating more!). He said once you flair, and the throttle is closed, if you haven't touched down by 4 seconds it's time to go around! Then we had instrument light failures and all sorts of things... torch in the mouth or wherever does the trick there! After a bit he said he may as well get out and let me do a bit on my own... so dropped him off and then for the next hour and a bit I went around and around and around and around .... you get the idea! I practiced a few without landing light and different flap settings, playing with the approach path a bit, and battling the 14kt wind again... "where I go, there the wind go also..." seems to be my experience of late! Anyway better stop babbling on 'cause it's getting late... and I need to be full of energy to go pulling gliders around the sky tomorrow in the mighty Pawnee! On a few of my circuits I sat my phone on the dash leaning against the front window and took some video, turned out reasonable I thought, so I put it together for you to have a little look at. And a photo... Keep safe, and till next time, happy flying to y'all!

G'day Kiwicrusader! Actually I agree with your sentiments. I'm only a young guy myself, and many people have said I should be an instructor, as I have the 'right' stuff supposedly. Whatever that means! But I haven't gone with it just yet as I don't believe I have enough experience to make an impression on another student (even though I have flown more than 14 types of aircraft, and 60% of that tail dragger). Sure you can teach them to fly a plane, I reckon any pilot could do that, and in my opinion, that's the easy part. It's passing on life saving experience that may one day save that student of yours some major grief that's important. I'm still encountering hair raising moments myself! You are the perfect type of person that needs to be out there teaching up and coming pilots, someone that's had experience, in all things, not just straight and level at altitude. Like yourself, I, in no way want to offend those that think otherwise, but to me I wouldn't want to learn something as dangerous as flying, from someone still figuring it out themselves. You need 100 hours supervised driving to get your drivers license these days... Regarding aircraft that would fit you... I don't really know, I'm sure there's plenty aircraft out there that would. I'm a bit the opposite, 6' for less than half the weight!

Ag Pilots are in the very essence, highly skilled pilots. That being said you do encounter the odd 'interesting' pilot, but I've come across that in any industry, and not just Aggies. In my opinion, yes it's not good for an aeroplane to be left running without the pilot seated, turbines as others have stated are often left running due to the fact they operate on a 'start up' log as well (from my limited understanding). That being said, an aircraft running without a pilot is no more dangerous than an aircraft with a pilot. I'm not advocating it in anyway, but really... I live prop is a live prop whether there is a dude in the seat or not.

Haha, doesn't seem to work like that... anyway I live in the country, so that effect isn't exactly there I might be well known, but I'm pretty particular... (maybe that should be peculiar!!) Don't be naughty Mr Alan, just because you're a cool cow, doesn't mean you can get away with everything...

G'day ayavner! Don't quote me on this, but if you do the RAA radio exam, that is pretty much just an authorisation for you to operate a radio, and is not an actual license as such. It's an operators certificate. Which is sufficient for RAA flying. A FROL (Flight RadioTelephone Operators License) I think they call it is the CASA radio license, and it's an actual license required for GA flying. The RAA radio certificate exam is pretty simple as the others have stated, and mostly common sense thankfully. I didn't actually do anything other than pay 50 bucks to CASA for my FROL... as I think they just took my passed experience, and the RAA radio certificate into consideration. Hope that's not to confusing. Things they'll probably be asking is - Give examples between a distress and urgency message, how to differentiate the two, when to use one or other. Do you know how to extract frequencies from the ERSA, radio failure procedures (which are listed in the ERSA generally). Legal requirements of radio calls - from memory that's something to do with the lingo used (i.e. swearing, offensive stuff), non essential chit chat, incorrect us of call signs etc.... Know the communication coverage, and limitations - distance on the ground vs in the air. Understand class G airspace, as that's what an RAA pilot operates in, so things like CTAF operations (registered or non reg airports). Those are just some of the things I can think of from the top of my head, I'm no instructor though, so don't quote me or kill me if it's not all there!

Well I lot of people have asked me that... personally I don't think I've got enough experience to instruct yet, and second I can only do one thing at a time! Sponsorship... now there's an idea someone And It's Okay OME, don't feel pressured, you have pay off that flash new motor bike first! By the way if you are looking for someone to come and get you to pick up your bike... I reckon we could work something out...

Thanks guys! Was a moment of inspiration, so I'm glad you enjoyed it. Yeah play Sax, wouldn't say I'm good at it though, self taught, as with most of the instruments I play. (including the fool)

To feel the power as you hit full throttle, the lightness in the wheels as you lift off, and the glorious view that magically appears as you climb away from the land that we all know so well. Flinging yourself into the vast expanse of endless sky, to be able to dance with the clouds, and be as free as a bird. That’s what I love about flying.

I'm pretty glad for some adventurers though, imagine if we were still walking around riding donkeys. (imagine the first person to do that too!!)

Good Stuff Nunans!! Nothing like trying on something new is there!

Thanks folks! av8vfr: Yeah I know... but most aircraft I'll be flying will have steam gauges... and converting from steam to glass is pretty easy, probably easier than the other way around. I like a challenge, flying glass is all to easy! (yeah I've done it...)

Thought I might write a little about my first night flying lesson for those interested! Rocked up at the school, did some paper work and talked about what we will do... which was go out for an hour or so and touch up on some full panel IF flying - under the hood - as it was in day light at this stage. Pre-flighted the C172SP, first time I've flown an SP so it was fun tracking down all 13 fuel drains...!! (there are five in each wing, and 3 under the belly). Certainly ensuring we weren't carrying anything But Avgas in there! Climbed in and fired up - fuel injected engine so prime up with rich mixture and throttle in, then start with mixture lean, back to rich once it fires. Started first pop and away we roll... this was probably the newest Cessna I've flown so it was a bit of a novelty to be using 21st century radios, and even have cup holders throughout the aircraft! Bit flash really.... One other thing I learned in the run-up bay was you had to set the electric trim button (yes it has electric trim on the yoke as well!) with the Autopilot... so once that was done we were ready to rock and roll! Lining up and rolling, lifting off when it was ready and climb out at 75kts. Once everything was looking rosy, it dawned on me this was sooo quiet! Even with my fancy clarity aloft headset it was remarkably quiet. Something to do with being a 21st Century aircraft and modern technology eh! A few seconds after contemplating on how unusually smooth and quiet it was, my instructor decided my time for looking outside had come to a screeching holt, and asked me to 'don' my hood. For those that haven't ever experienced a hood, and I'm not meaning one of those things girls used to wear 'back in the day', or was that a hoody? Ah well, anyway it's a plastic hat thingo that when positioned properly you can't effectively see out the windows unless you tilt your head back. So we then proceeded to go through the motions of full panel instrument manoeuvres, climbing descending turns onto headings, etc etc etc... and it's pretty easy going, but if you forget to do the instrument scan and just focus on one you can get yourself unstuck pretty quick. Did some unusual attitude recoveries - so with that, you hand over control and close your eyes and the instructor throws the aeroplane around for a bit then hands over to you, the idea is for you to recover back to straight and level on instruments only. As we all know the golden rule of wings level, then go from there. Great fun, and fairly easy but you just have to make sure you roll the right way... it'd be an interesting moment if you ended up with a brown bit above the horizon on your Artificial Horizon! Apparently it was such a lovely view, and the clouds and rainbow were amazing!! Well that was what the instructor was saying... All I saw is a AH, DG ALT ASI etc... So I was directed back to the airfield by my instructor using compass headings, and once near the field was given the privilege of the glorious view one gets when looking out an aircrafts windows, by tossing the hood on the back seat. Circuit and landing... on final with full flap, hold off and touch down with the horn making itself known somewhere in the cabin. I was told I probably don't need to do such a high nose landing... well I guess It had been a while since flying a trike undercarriage.... Into the briefing room and we did some chatting about night flying some more, how the runway lights work etc... and what you should and shouldn't do around an aerodrome at night. So just before it got dark, out we went again and this time having a passenger who asked if he could come along for the ride - passenger being a pilot as well. We did a few instrument circuits, so as soon as the runway lights go under the nose down on the instruments and doing a complete circuit not looking outside - instructor was I hope! - and coming visual again around 300ft. That was interesting as I've always flown and adjusted my circuit/descent rate etc on base final to suit using an aiming point, well when you can't see outside that is mighty tricky to do!! But I surprised myself, and turning onto final about 6ooft it all fell into place pretty well. As it got darker we did a few more under the hood, then I did the rest without the hood, but still using instruments 80% of the time. So once the runway lights go under the nose, down on the instruments and check for positive rate of climb, and the altimeter is moving (in the upwards direction!) and maintaining heading on climb out. We had some storms around that night so we had to keep an eye on them, and fortunately it stayed away from the airport so we got in over an hour of circuits. Had a blasting 15kt gusting wind though... I was told I handle the crosswind fine, "so we can continue if you wish". (apparently it was pretty rough conditions for night flying/training). I don't mind a challenge, particularly when I know I have an instructor beside me, so I kept at it. Didn't have much issue with landing, which surprised me - don't really know why but even despite the conditions It was reasonably easy to make good landings, I put it down to the marvellous design of Cessna aeroplanes and their handling characteristics. Finally decided we should go in so made a full stop and taxied to the hangar, it's interesting, when taxiing at night looking out the front you can't exactly tell how fast you're going, well, it appears slower than you think, but you're actually going pretty fast! So looking out the side helps with that little interesting fact of life. Next lesson is in a Warrior as the Cessna is going away for a while, and the other Cessna is a G1000 equipped one, which I can use, but I prefer to do my night training in a steam gauge cockpit. Never flown a Warrior before, so that will be interesting to see what it's like. (Old! no doubt! ) So there you go, until next time... happy and safe flying to y'all!

G'day Curious Alan. I've only go a bit over 200 hrs last time I looked, so not many at all considering. And yes I have flown a Morgan Sierra, be it only for about 20 minutes though! Love the looong nose, almost like the Pawnee

I seem to get a sore back in a Jab after a few hours, always fixed with a bit of a cushion on the lower back area. As there isn't much of a cushion on a moulded Jab seat, some cushionage is a pretty good fix. Or wear your glider chute!

Glad no one was to hurt!

Hey kaz, you run into Don Watson there yet? He's doing the flight training with MAF there at Coldstream I believe. Fantastic guy! (helicopter engineer at Oakey previously) On the subject of renting an aircraft, I'm on the books for most schools in SE Qld, so getting an aircraft is pretty easy (the reason I did that is so I had (1, the benefit of flying with different types of CFI's and (2, the added skill of operating a different aircraft. Though some school require currency standards for their aircraft, a circuit or two is usually all that's needed to fix that, with the CFI. Depending on how well you know the owner/operator as to what they'll give, let you do. If you hire a schools main trainer it's always tricky for them, but in most cases they have a trainer and then the more 'upper class' touring aircraft for those that are suitably checked out on for self use. I'm not sure if it's just me, but I've noticed most RAA schools seem to do a more 'comprehensive' check out, than GA schools. (probably something to do with pilot certificate, vs pilot license - dunno). Some GA aircraft I've hired the operator just wants to look at your currency in the similar aircraft and license! I hired a schools J230 one day and only did a circuit with the CFI and he said I was good to go, did 8hrs in that aircraft that day. You could probably say it was most profitable for him!

This is pretty good to see. http://video.idahoptv.org/video/1822717447

Just look into a public system class room these days... when I went to college it disgusted me, I thought you went to those places to learn? Not party! The even sadder part now is you can not discipline them like they need. Just ask the school bus drivers... So I guess if you can't discipline kids at a younger age they are only going to keep the habits into their adulthood.

G'day Alex! I didn't actually go through with anything as work turned up in force so didn't get a chance to get away like I had hoped too. Would be a great thing to do sometime though

Are you wanting to go RA or GA up Mark? If GA I'd just bung up the coast through everything to Casino then across to Warwick, passing Mt Superbus that will stand out boldly on your right.