Neville75

My original asic had my name misspelt (misspelled?) Got a new one issued but didn't return the first one. Was quite handy having 2. Upon renewal, only returned the first 2 so they didn't fine me. Didn't return old one prior to renewal as without it I couldn't fly. But I did leave the renewal to the last minute, so the replacement card didn't expire a month short (the expiry is the month ending preceeding the criminal check). I've also never had any0ne ask to see it airside. Nev

I recently had the pleasure of a flight at moorabbin, quite a whole new world having separate taxiways (and parallel runways for that matter). Instructor reminded me to use American road rules - keep to the right. All of the places I've flown only have a single taxiway which we just kinda sort out between aircraft if two of us are taxiing at the same time.

Awesome Tomo! Really enjoyable reading about your progress. Nev

Had the pleasure of a very enjoyable NAV up the coast from Maroochydoore to Hervey Bay yesterday. There's nothing better than cavok, smooth air and the feeling that you're getting closer to the finish line with your training. I just wanted to say Hi to the friendly voice from Cooloola Cove, who said hello as I transitted over the field on my way north. Hope to drop in one day and say hello in person. Nev

With you Tomo, RFDS King air to bundy perhaps?

Hi Puddles Check out the casa VFG .http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_90008 You will find many abbreviations and useful operational meteorology stuff in it. As far as your time/date group is concerned, many times you'll have a six figure group, ie from: day(01), hour(20),minute(28). In this example the month (08) is also given. Mostly the times will be given in UTC but this one EST time is given. The bob tait book (PPL) also has a good section on met stuff. Pretty important to decipher forecasts and have a good grasp on this so keep practicing. I found it useful to create a login on the airservices australia website, and use this to get location briefings. Every day print out a location briefing for your area and aerodromes (the crappier the weather the better) and practise deciphering.

Have you thought about doing an hour dual with an instructor? might throw some forced landings at you, perhaps some good circuit tips to refresh things? When I've not flown for a while my crosswind landings are always a bit rusty. Have fun! Nev

Why no fine for failing to display a valid ASIC?

Mundubbera & Gayndah two more for your list. Nev

Rdarby, Frank's correct, ASIC is required. The RPT is some distance away from GA, but required anyway. (although I've never been asked by anyone to show mine). Curious though about Maryborough, used to be RPT there but no more, yet all fences still in place - don't know if you'd get away without one there? Nev

The access gate nearest the GA parking has been chained shut for some months now. Very frustrating, you would think they would just repair the broken latch? Sorry you had an unpleasant experience. As for the waived landing fees, well that only came about after local aviators succeeded in lobbying against council sneakily increasing light aircraft fees in a previous budget. And they expect to negotiate Tiger RPT flights direct to Melbourne......good luck FCRC.

Hi Mark Congrats. Enjoy the journey into parenthood. Sounds like we need to lobby James to get the 182 up this way. Bound to have more space than KEP! Cheers Nev

Brisbane VTC covers up to YBSU and almost north to YGYM but not too far west of the coast. ASA have a "trial" version vnc for coastal areas right up the east coast of qld you may be able to get a copy via their online store if they have copies left. Visit and leave your details, they may send you one out for free. This is a trial one and they will be selling from June next year. I've only commenced nav training flying out of YHBA with the wac only, until now, and its amazing the extra detail in the vnc is very handy. Happy flying - hope the weather improves. Cheers Nev

The examples I have often note on the index scale a max baggage weight for either the nose or rear locker eg 45kg. Haven't seen an example where you have to nominate a max baggage weight (not in Alpha anyway). Would assume as other posts have explained, choose a stupidly big weight, check where it crosses the envelope.?

I've been doing stop and go's whilst practising short field takeoffs and landings, attempting to pull her up in the shortest distance. Likewise doing a short field take off as the 'go'. My instructor has me using the runway markings as pretend obstacles to stop short of. Kinda spoilt with 2km runway. Don't want to become too reliant on using too much of the strip. All other circuits have always been t & g's.

First Solo was great, but over so quickly, first area solo was a truely amazing experience. I really enjoyed walking out to untie the plane, keys in hand preflight and taxiing out all on my own. Made me feel just like a proper pilot. Our training area has another aerodrome 15miles away, and did my first circuits at this field recently. Not having all your usual visual prompts and reference points was a little strange, but also did my smoothest landing ever there on the second circuit. A really big buzz.

My understanding was that successful completion of a GFPT allows you to carry passengers (other than instructor) either in the circuit or the training area associated with the airfield. You don't need a GFPT to poke about in the training area nor flying circuits solo, provided if the flight has been authorised by instructor and less than 3 hrs solo since dual flying, and 30 days recency. I've been doing forced landings and steep turns practice in our training area, yet to do GFPT test. Not intending to sit either, and now moving onto navs as seems like questionable value when in another 20 hrs or so will be ready to sit for PPL test. Good onya tomo, hope to hear more of your training, I'm learning at ADFA Hervey Bay. Agree with the high panel in the cessna's (done a couple of hrs in a 172Q) but mostly use a piper pa28.:big_grin:

Yes the FCRC have absolutely zero record in developing aviation on the fraser coast. Some of their "achievements" to date: 1. allowing FTQ and their intentions to build a pilot training school to falter after considerable delays 2. not maintaining jetstar services from hervey bay 3. abandoning long term microlite leaseholders from recent hervey bay hanger tender process 4. unwillingness to give maryborough aviation services long term certainty of lease. 5. securing rex only to see them make losses with an unsustainable number of daily flights from maryborough only. 6. underutilisation of maryborough airport at significant cost to ratepayers Now there is talk of future plans to secure land for another airport, through some grand aviation strategy. Here's an idea FCRC, and it won't cost you a cent (unlike your consultants you've engaged). Better utilise Maryborough airport as a GA centre for maintenance and training organisations leaving RPT focus on Hervey Bay. Sadly, it seems many councils don't have the nouse to see the value in a strong local aviation industry.

Hi Nath My training commenced on PA28 and on several occasions it was offline for repairs. On these occasions some lessons were in one of two 172s. At the time I felt it hindered my "feel" and progression, ie having straight and level session in pa28 and climbing and descending in a 172. With the majority of the training in the PA28, when I got to the airport and saw the 172 sitting there, I sighed and thought, not that cessna again! But after a few flights it became apparent to me that experiencing differences between aircraft actually made me think more about my flying, and made me a better pilot, particularly reminding me why we do the things we do in flight. For example, preflighting a different plane, different flap extension speeds (staggered in 172s), approach speeds, landing techniques, visibility high vs low wing, use of carb heat etc. After getting some consecutive lessons in the 172 I actuallly started to enjoy flying it. On one circuits lesson, we actually had a flap failure in the 172 and my instructor sat grinning cheekily while I tried to work out why I wasn't slowing or descending on base quickly enough. He knew instantly but I was puzzled. As soon as he told me, I remembered not hearing the flap motors whirring away, and was cranky at myself for not noticing. In my defence, I was not used to such a noise as the piper's manual flaps just simply work. Lets face it, archers and 172s are available everywhere to hire, and I think in the long run having flown both these types will help me. I recently went first solo at about 18 hrs, so didn't really hurt me in that department. Same goes for instructors, different instructor will give you a new perspective on your learning which can sometimes just make things click. Go for it I say. cheers nev

Thanks Ian for the reminder that we are all aviators, and that the "us and them" concept is not healthy. It matters not whether numbers or letters are painted on our tails! As a PPL student, who has learned much from this forum and its participants, I cannot accept that someone would discriminate against a pilot's abilities and skills based on what aircraft that person happens to be flying. On my first two solo circuits sessions at my home CTAF airfield, I have had nothing but absolute courtesy from QLink RPT, helicopters, charter planes and jabs - certainly no "my planes bigger than yours" arrogance. I was certainly the most inexperienced up there on those days. Thankfully Doug wasn't in the air that day. I'm curious to know from the author what superior skills and training I am receiving as a GA student over those doing RA? Furthermore (please correct me if I am wrong) but wasn't the cirrus pictured (SLS) involved in an engine failure accident recently? If so, kinda ironic perhaps?

ATO cutting anyone slack... hmmm? But I get what you mean. As previously stated, if you reduce any tax deductions by a non business percentage I'm sure you would be fine. In any case, if you wanted to fly your aircraft for private use, the ATO is not to know the nature of the flight....ie from here to here to visit a lame to discuss maintenance, from here to here to test if the engine was getting hot. Kinda like completing a motor vehicle log book for business/private usage...... maximisie your business use percentage.

As a student who today did my first session of solo circuits, I find it essential for more radio calls to be made (than fewer) to help me interpret traffic whereabouts. Particularly if the performance differences between aircraft is vast (as it is where I'm training). Although I'm trying to develop good airmanship, as a novice I also rely on it being displayed by others, so I can learn from those more experienced than I. I had a qlink wishing to land on the opposing runway to the circuit direction which I was established in. If I hadn't made my calls on each leg of the circuit, he may not have had the picture of where i was, could have been quite interesting. While I can understand making every call in a congested frequency might not be desirable, I'd rather have some idea of where traffic is and their intentions before I find out by accident...

I paid $45 through one of the bigger online pilot shops, so your price of $32 seems quite good. It's well worth the price I reckon.

Hey Darky, you're a veteran compared to me! I've only got 14 hrs and am still at the "gee the grounds getting close now, if you don't start rounding out now you're gonna crash" stage. Usually accompanied by the whoops held off too much, argh floated, bugger - stuffed that one up feeling. Glad to hear your getting the hang of it, gives me hope that I'm not the only one struggling to get consistency, and that with more practice it will become easier.

Exactly right Tomo the switches are aligned as you detailed, which is why I was so annoyed. Suffice to say will be not making that mistake again. Aircraft is a PA28 piper, the plane I've done the majority of my lessons in. Anyway thanks for your reminder, will be more thorough next time, not just going through the motions. Probably a good thing to do early on in my training with no consequence other than to make me a better pilot. Nev