Paul Willett

Clem, I have my suspicions as well. Here in Brisbane Approach we have in my opinion a pretty good team of controllers who are very accomodating to unfamiliar pilots. Very recently I saw one controller 'kid glove' an errant Jabiru through our airspace for 20 plus minutes - this aircraft had no flight plan submitted, and Violtaed Controlled Airspace twice despite Radar Advisories, flew in to a Military Restricted Area (with live fiing in progress) and then got totally lost trying to find a private airport that did not seem to exist. It also delayed the departure of some Low Level F111's out of Amberley Air Force Base as it stumbled out of radio contact toward the active departure path. ESIR's do get submitted, but we hve no idea what follow up occurs. The cynical side of me suggests they make nice statisitcal spreadsheets for some bureacrat to wax lyrical about. I do not want to see RAAus aircraft being kept out of CTA because of the few who don't prepare. Let me add, that this is not a problem exclusive to RAAus aircraft - GA Aircraft Operators have their share of problem children as well, and by their sheer numbers create more problems. It is just that being the new kids on the block, we are more visible. Paul Willett

The RAPIC that is used in the ATC Centres is not as good as the free BOM Weather radar - it is not configurable to be useful, and we really need it during the storm season. You might be interested to know that we do not have access to the Mt Staplyton Radar (which is a Doppler Radar). Gold Coast Airport have no weather radar feed, unless they use a PC to connect to the BOM Website. The RAPIC is centred on either Marburg or Brisbane, but this information does not overlay on to the traffic picture. Frankly it is disgraceful. You might also be surprised to learn that the BN Airport WX Radar gets turned off each morning and afternoon (about when the Summer TS build up) so that it can be used to track weather ballons. Also, ATC are not permitted to vector aircraft around weather due to the limitations of these displays, but also have the responsibiilty when vectoring to avoid areas of known weather!

Kind of on this subject, let me make an observation that is in all of our interests. When I am not flying my RAA aircraft for fun, I work as an Air Traffic Controller looking after the busy areas that surround Brisbane, Gold Coast region. It has been good to see an increase in the number of RAA aircraft seeking clearances in to controlled airspace and exercising their priveleges of their GA licence combined with their RAAus Pilot Certificate. In general the pilots in command of these aircraft seem to be across the requirments of operating in CTA. As they should be as a current GA licence holder. It is not an Air Traffic Controllers role to 'police' the priveleges of licence holders with respect to whether they should be operating in CTA. Most ATC's would not even know that even though the aircraft is operating under an RAAus callsign, that the pilot actually holds both licences/certificates. If you like, what will 'mark you' for want of a better phrase is your callsign, as these are relatively new to ATC - e.g. Texan 2142 or Jabiru 4655. Some recent examples of aircraft operating in CTA have left me cringing a little at the obvious lack of preparation the pilot in command has given to the sortie and the unfamiliarity with what aspects of an Airways Clearance must be read back. The reason I worry about it is that a documented history of failures to comply, including anecdotally, could lead to clearances being witheld if the airspace is busy and the controller not confident of the ability of the pilots of relatively slow aircraft to spend a lot of time transitting busy sections of controlled airspace. A controller has absolute discretion to withold a clearance if workload requires - an assessment of potential workload if you like is prior knowledge of the likely time that needs to be spent managing particular aircraft. If you intend to operate in CTA or in to a Controlled airport make sure you are prepared - know the procedures, request a clearance in plenty of time - not right on the boundary, submit a flight plan when you know prior - it's easy via the Net, make sure you call wit the ATIS received, and make sure you know what needs to be read back - especially the elements of your airways clearance. If you do you will generate confidence to the controller you know what you are doing, and provide a good reputation for RAAus as ATC get used to handling these relatively new strange callsigns. Paul Willett

OK Rodger, I was working on Brisbane Approach about that time of the day and I do recall some conversations about the conditions. Here is the historical capture of the wx data: http://www.wunderground.com/history/airport/YBBN/2006/9/10/dailyHistory.html?req_city=NA&req_state=NA&req_statename=NA Quite a handy resource that site Paul Willett

What was the date of that photo?

Dave, I changed to Evans in February and have always remained in the green arc - although I tend not to fly on really hot days through choice (turbulence / comfort etc.)

I had about a 15 degree rise in CHT when changing to the Evans. On a Tecnam Airframe.

More than I would have liked so far, and the over riding lesson from it all is that you need to keep a very good look out - for the unexpected as well as the possible. The first was probably the most memorable - practicing steep turns in the training area, prior to gaining an unrestricted private licence (1992). Having thought I had made sufficient broadcasts, and made a clearing turn, I conducted a series of left and then right 360 degree turns at 45 and then 60 degrees abgle of bank. Rolling out of the final one I was met with an oncoming light twin that I instinctively continued the turn away from and climbed over. I could not say how close the other aircraft was, but their was nothing in the trajectory of the twin to suggest they ever saw me. I cut my sortie short and returned to the field to land fairly well shaken. The second thing I would take away from 'near misses' over the years is that aircraft on converging courses are very difficult to see until quite close - just like all the litreature tells us about objects staying in a constant position in the windshield.

Had some shudder previously, but funnily enough since changing a tyre (third flat so far!) it has gone. Am moving up to some better tyres shortly. Will PM you shortly with some other 'discoveries' - Paul

Hi Tecnamman/Dave, Just back from a trip to Cairns in my machine. 7:23 Redcliffe-Cairns, smooth all the way. What did you do re: the brakes?

Thanks - could you have another go at uploading that photo?

Hi All, Anyone know of someone who has a carb balance kit suitable for a Rotax 912 in the Brisbane / SEQ area? Thanks, Paul

Noticed that Pat Harrington has made the front page of the link: http://www.airventure.org/radio/

Ozzie, That sounds like the American's all right - that blatant waste is a neccessary cost to protect the American way of life - which not co-incidentaly is one of blatant waste..

Thanks, my 100HP 912ULS only has 140 hours on it, so we are talking probably 10 years away at current useage - it is more a budgeting/residual value exercise, and learning what normally needs doing.

Has anyone had a 912ULS overhauled? What exactly is involved? What would the cost be? Who does it, apart from Bert Flood? Why I am asking so many questions?!

Looking for info on fuel stop alternative to YBMK - AVGAS or PULP. Any locals help? Also in Bowen / Ayr area. Planning BN-GLA-BWN-CS in a day and need quick fuel stops. tks. Paul Willett

Actually, I think the screw holes are out of alignment aren't they?

Crazy Diamond, It was a Wirraway. VH-WWY.

Actually got asked about ASIC while working on an aircraft, not in hangar, but on Apron of one of our GAAP airports - had tucked it under my shirt to stop it giving me the craps. The 'jobsworth' was reasonable about it, but I have heard of many that are not.

Therein lies the problem with my Nokia I think - the volume is not adjustable - but something to think about when choosing my next CDMA.

An upper arm velcro holder is a lot better - no dangling bits to get in the way and snag all the time. Made one myself with some double sided velcro wrap - great when working on an aircraft.

Hmm, so the sidetone transmits into the handsfree? Is the earpiece loud enough?

I use the same two - Ultimate usually. Personally I avoid Shell Optimax - besides hearing about problems with seals (which I have never encountered), don' like the dye used in it when it vents and turns my white wing yellow. When you do your 100hrly drain out the oil sump and compare it to one that uses AVGAS - the deposits left by the lead are significant. As far as consumption goes, couldn't say.

Using the JPI FS450 - high end of the price market, but very accurate - around (estimated) 1% max error observed to date.