thebun_88

I pretty much did the exact same theory as you. ATC for BAK and Flying Training Manual Bob Tait for PPL(A) Day VFR Syllabus 2 timed practice exams (first one where my weaknesses are and the second one to confirm that the revision worked and boost confidence!) Did the cyber exam at Archerfield (not even at a school) and passed no problems, so you should be ok. Also, you can't do PPL(A) exam without GA BAK passed and result entered into logbook.

I always lanyard my camera to a non-mount component so should the mount fail I wont lose the $$$.

A few pics from the last year I've been in PNG... has been an interesting experience but always glad to return to Australia every 4 weeks. :)

When I was at ADFA (06/07) the BTech Avn cadets (pilots) had OPs in the range of 1-5. They certainly DID NOT all have OP1s - there were about 13 in my year and from memory i think 3 were OP1s equivalent. Nevertheless they were all had very good marks (as did every other cadet there).

One thing that might be worth doing is checking whether you are colour deficient. I found out the hard way (at the recruitment centre) and it is relatively common (fail the Ishihara and its all over - Farnsworth doesn't count for ADF pilot). They are looking for LEADERSHIP ability (both proven and potential). You have to market yourself as a complete package - physical fitness, mental fitness, intelligence, and ability to lead and have command presence. It comes down to the fact that you are an Officer first and foremost. Flying ability (academic performance etc etc) is important but I think you can really get one up on the competition knowing that its all about leadership (get involved with rural firefighters, school leadership, community organisations with that in mind - get as much leadership experience as you can).

This is exactly what I did (in Brisbane). The initial Class 1 conditions are more stringent than renewal I believe so I just got Class 1 (but its 12 month renewals). Medical Consultation (incl. blood pressure, ecg, drug test, etc): $150 CASA Medical Fee: $75 And then these are the separate things for Class 1: Opthamologist: $330 (only saw him for 2 mins - ouch!) Blood Test: $97.35 Hearing Test: $88 So all up Class 1 cost - $665.35 Fortunately I wasn't charged for my Farnsworth Lantern test (I fail ishiara plates) as I was a student and the authorised testing facility was at a University.

I think Darky has clarified Part 90 & 91 to an adequate state however given these refer to "foreign" aircraft I think they may prove irrelevant to the situation. Another question which leads on from whether or not publicly owned aerodromes can stipulate such discriminatory rules is: If I did land there (albeit for precautionary reasons) what could be the legal recourse? I say could because even if there were legitimate grounds they would be easy to defend against (precautionary landing etc) and not worth the time or money prosecuting. Furthermore if there is a legitimate way to implement this rule I think it needs to be amended as this would be a rather good way to significantly restrict movements at an aerodrome which could provide grounds for closure due to under utilisation. I can imagine many cash strapped Councils/governments doing this as there would be a great deal of money to be made from developers.

I'd have to agree with Darky's laymen decoding. My next question would be why can't ultralight aircraft fly into this aerodrome? I suppose aerodrome operators are entitled to make their own rules however I am wondering what the rationality is behind this (if any) especially given that ultralight aircraft can operate in much busier airspace and even CTA (with PPL pilot). What about GA registered ultralights?

I was reading through ERSA for the Whitsunday Coast / Proserpine Airport and noted point (9) of the Local Traffic Regulations: "Ultralight ACFT operations not permitted, subject to CAR 90 & 91" http://www.airservicesaustralia.com/publications/current/ersa/FAC_YBPN_3-Jun-2010.pdf I've looked up CAR 90 & 91 and they read: 90 Access of official aircraft to aerodromes Notwithstanding anything contained in this Part, all aircraft belonging to or employed in the service of the Crown shall have access, at all times, to any licensed aerodrome. 91 Use of aerodromes by aircraft of Contracting States (1) Aerodromes established under the Air Navigation Regulations or licensed under this Part and open to public use shall be open to any aircraft which possesses the nationality of a Contracting State. (2) Subject to these regulations, an aircraft which possesses the nationality of a Contracting State shall be entitled to use the aerodromes and all air navigation facilities, including radio and meteorological services, which are provided for public use for the safety and expedition of air navigation. Can anyone clarify the above and put into normal speak? My layman reading of this is that a registered aircraft in Australia is entitled to use the aerodrome and the air nav facilities. If that is correct, can ultralight aircraft legally land despite this "Local Traffic Regulation".

I walked out of the office I work in Milton at about 9:40... looked out over the river and just by chance - F111 (didn't register at first, then the sound came and I figured it out lol). Was banking left over the River at Coro Drv Milton inbound to City - hooking along as well (I suppose thats what jets do though)...

I just completed my GA BAK test. I managed to pass despite never having seen a load charts in my life and a basic understanding of aircraft performance charts & tables. I trawled through the GA BAK syllabus and RA-Aus BAK syllabus and they are different. Most notable difference is loading, balance and aircraft landing/take off requirements. The GA BAK test I did consisted of two parts, Part A - 20 questions, General Knowledge stuff (aerodynamics, aeroplane general knowledge, etc), and Part B - 10 questions, Loading Charts (Alpha, Bravo and Charlie), and Aircraft Performance (Performance tables, charts). You are allowed 6 mistakes Part A and 3 mistakes Part B. An example of loading question was, given all of the weights for fuel, pax, how much rear cargo weight can you have? Or, what is the maximum amount of fuel that can be carried with this load? Performance questions related to how much takeoff/landing distance required given pressure height, slope, surface, wind, TOW, etc.

Engines failure occurs at any stage, whether it be take off, cruise or finals. They do not discriminate.

The GA BAK is not a cyber exam. It is a in-house test done at a flight school. It is my understanding that the RA-Aus BAK does not equal GA BAK (unless you get a friendly GA CFI). I've just about finished my 20 hrs now and still to do the BAK but am going to do the GA at any school, get it signed off and use that for the RA-Aus BAK. When you go to do your PPL Cyber the CFI is meant to tick a box on the CASA exam system acknowledging that he/she has sighted the BAK pass in the logbook.