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Showing content with the highest reputation on 09/15/2018 in all areas

  1. 6 points
    I make calls in circuit even when I think I am the only aircraft for 100km. Sometimes the response surprises me.
  2. 2 points
    Mate, if you spend a bit of time at Warwick you would find the no radio call syndrome quite widespread. If I am on the airfield, working on the aeroplane or whatever, I have an airband receiver tuned to Warwick’s frequency and sometimes wonder if it is actually working and then someone will actually give a call which reassures me that it is! I don’t know if they are trying to avoid landing fees or if they are just more confident than I am of their ability to see anything around. In almost 50 yrs of flying I know how hard it can be to spot another plane for a multitude of reasons.
  3. 1 point
    I have now done the L1 theory, L1 practical and for my own peace of mind completed the jab factory maintenance course. It was well worth the effort to attend. As a former lecturer in both theory and practice (30 years) I must say that they know how to conduct a course. Now it is 4 days, for more fault finding over the 3 day course. The L1 practical was worth the time as it covered techniques that were not covered at Bundaberg, proper log book entry, lock wiring, torque settings, prop installation/tracking, brake pad and wheel bearing inspection, proper oil filter inspection amongst other topics. Ours was a beta course and we all gave feedback so the course is still evolving. Ken
  4. 1 point
    Its all abouit being heard and seen. I always give circuit calls even at uncontrolled/ empty country airfeilds. After 2 or 3 close calls with aircraft not giving calls, I always do. Better alive and silly than dead and right.
  5. 1 point
    This very subject came up at a CASA meeting at our Aero Club. A CASA rep asked the question "What are the mandatory calls in the circuit at an uncontrolled aerodrome". A couple answered joining & downwind etc & of course the correct answer is none. The rep went on to say "if there is no-one else around why bother making calls? I agree, what is the point after you have made your initial announcement with intentions? You need to keep your eyes open & constantly scanning. There may be someone there whose radio isn't working. This happened to me a few weeks ago when I was on base & found a C172 on final below me. 126.7 is far too busy for idle chit chat.
  6. 1 point
    This subject was done to death on an earlier thread. Can't remember which one. CAAP 166 states recommended calls, none are mandatory, however if you hear nothing and don't make any calls you could be in for a surprise. If I hear nothing my first call will be entering/rolling or entering backtracking, then rolling. Inbound I give a 10 mile call with ETA, overhead & joining & nothing more unless I hear/see other traffic.
  7. 1 point
    I know it’s dificult for recreational pilots to navigate the GA regulatory system, hence the reason for making up your own procedures. The safe operation of aircraft in busy airspace relies on every pilot using published standard operating procedures. Here’s a link to the guidance document known as a Civil Aviation Advisory Publication (CAAP). You’ll note this is numbered 166, this isn’t a random number, it is the CAR the CAAP is addressing. Your self designed procedures might be ok at quiet aerodromes, but they reduce safety at busy ones. https://www.casa.gov.au/file/182536/download?token=ev1DY9ng
  8. 1 point
    Jabiru do great written stuff. Easily the best in the world. But there is no substitute for a hands on course done properly. You just can't anticipate all the things people will do wrongly, but you can see and correct in a hands on situation.
  9. 1 point
    The MARAP will continue, just be prepared to pay through the nose to receive the appropriate approvals.
  10. 1 point
    An amazing piece of work by Scotty , and an Australian record- breaking classic...............
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