Bosi72

7 hours ago, bushcaddy105 said:

Perhaps significantly, the army's Cultana training area restricted airspace was active at this time.

My thoughts were:- What if I had chosen that moment to conduct an inspection flight over our neighbourhood

You've answered the question yourself..

It was C-17 departed shortly after QF1

In my opinion, and happy to be corrected, "Optimum CG" would be the position of CG which would produce angle of attack where Lift/Drag ratio is at maximum, which is around 4-6deg for majority of aircrafts.

JP's flights around the world in a Cessna were also interesting..

2 hours ago, spacesailor said:

But why is it 'Mean '

Is that meridian marked on the floor 0deg West or 0deg East ?

The information about difference between local time and UTC for any aerodrome can be found in ERSA.

Notams are not used by RAA/GA pilots only. They are used by everyone, visiting pilots, international flights. Notams are standardised across the World. Some may never visit other countries, but if they do, the good thing the same English abbreviations (standards) would be applicable everywhere. Imagine learning e.g. French abbreviations ?

UTC is the same as GMT (Greenwich Mean Time, known by the borrow in London, UK), which is accepted as Universal Time and never changes regardless of local laws. To my knowledge WA, QLD don't have Daylight Savings, the SA is running in +30mins, some roadhouses along the Nullarbor are in +15mins offsets, so many local rules which I am not aware of.... but the great thing is the UTC/GMT never changes.

To move forward, I suggest start learning Notam/TAF aviation acronyms and learn adding +10, or +9:30 or +9:15 or whatever time difference is in your local state of residence. It is not that hard.

There is a difference between "emergency aircraft" and "aircraft in emergency".

3 hours ago, spacesailor said:

A little Off-topic , or Not  !.

just spotted this GEM '

'' PPRuNe   Amplify Trading is looking to sponsor five pilots to through an intensive training programme. The objective is to explore the behavioural advantage '' .

1st question is !,

Who is '' Amplify '' ,

And can they afford that huge expense .

2nd question !,

Who can Aford '' Full time training ? .

 

BUT found this.

'' PILOTS SWAP THE COCKPIT FOR TRADING SCREENS

https://www.amplifytrading.com › blog › pilots-swap-t...

15 Oct 2020 — This summer Amplify Trading selected five furloughed pilots to go through an intensive training programme to trade a funded account, live and ...  ''

spacesailor

Read carefully, this is not "pilot training", this is "pilot trading training".. 

I met several people who invested in  Bitcoins trading, but none of them to my knowledge cashed up anything into real money.

I'm not US-based but can give you some high level $ figures.

It's a 300nm direct line which can be covered in about 3hours in c172. Fuel consumption is around 9gals per hour and Google says cost is around $7 per gal of avgas, which is about $200 for fuel only. On top of this add pilot's hourly rate, plus aircraft's hourly hire, plus landing charges.

However...  direct line goes over some very high and remote terrain (14,000ft), and based on information from the charts, you have to be 3,000ft above National parks. That brings you in the area of required oxygen or more likely a pressurized aircraft, which will be additional cost..

I think it would be cheaper buying an airline ticket between Las Vegas and San Francisco or maybe closer..

I remember about 15 years ago during the property boom, my ex work colleague was postponing buying his own property, talking how the bubble will crash very soon, etc..

Last I've heard, he is still renting..

11 hours ago, Garfly said:

I'm keen to know, for instance, at about what distance an RPT (or other IFR flight) might pick me up on their fish-finder, If we discover that we're converging somewhere in Class G space.  If we each have a map view of the other's relative position it makes our radio back and forth a lot quicker and more effective.  

I fly two IFR twins and none of them have Adsb-IN as it's not required. But some pilots do carry personal "IN" devices for situational awareness.

All you can do as VFR is listen on Area frequency and fly at 500ft's altitudes.

I was flying in a VH aircraft using SE2 on a collision course with another VH aircraft (2500ft/near Phillip Island, Vic)..  I called the other aircraft on MLCEN freq, then ATC asked us to squawk ident.

We both pushed buttons on transponders, and controller said he couldn't see neither of us, but he was glad that we resolved conflict between each other..

The point: use all available means to look after yourself. Don't fully rely on ATC.

16 hours ago, RFguy said:

 

not sure where fuel vapourization, fuel contamination, fouled plugs, worn rings, burned valves, worn bearings and lobes, leaking gaskets, broken thru bolts, CO2 poisoning , selecting wrong tank, mixture controls, detonation, bad leads, faulty magnetos , intermittant starter solenoids    

not sure where they all fit in to electric, in analogy.

 

 

it's a whole new world of problems:

bad soldering, corrupted disk, memory leak, overheated cpu, software bugs, viruses... similar to cars where you need a mechanic with a computer to tell you what the problem is..

Even with one eye.. Great story about TACA flight 110..

https://youtu.be/H5UUr9RXfTY&t=290s

I don't think there is a shortage of instructors, judging by one school in Melbourne area. However as with everything else, I believe there is a shortage of instructors in rural areas.

True, most of young instructors are just there for hours building, but there are people who aren't into airlines and they are happy with their jobs.

Unfortunately the rating isn't cheap, but it is easier on a budget when spread over several months.

ps: Just finished preparing a long brief power point on Circuits lesson (GA)...

Spacesailor,  from my memory, there was a question in Avid application form whether you are a pilot/student/employee related to aviation. To my understanding, and I could be wrong, you can't get a card unless you are related to flying.

But yes I agree, it is not bullet proof, it is expensive, and at many places pointless. 

Apparently, "security" is the big business these days..

IMO the only benefit of asic/avid is to prevent non-flying people wandering around aeroplanes on the apron, taxiways, runways... But yeah, it is expensive, at some aerodromes abused, and sometimes not effective.

What went wrong on your BFR?

I've seen recently an advertisement for a ipad case with small coolers to prevent ipads from overheating whilst in flight.

As with many things in life, in most cases we apply patches rather than fixing the root cause.

Over the years of use, our devices gets "littered" with all sort of software "garbage" mostly free apps, games, and each of those apps wants you to see the ads, which means less available network  bandwidth, and graphics requiring most processing power will make the cpu running hotter.

I suggest clearing the cache in your phone browser, stopping/disabling/uninstalling all background apps, then if that doesn't help do the device factory reset and have only ad-free (usually paid) aviation apps installed. 

FlightRadar24, FlightAware are known for filtering and delaying aircraft information.

Try http://globe.adsbexchange.com they are showing everything their receivers can see.

Ultimately, if there are no receivers of either companies in your area, the traffic won't show. at all.

If Glencoe YGLC is too far away, then you can use Lat/Long, or Bearing/Distance (AIP ENR 1.10-23,24).

Again, easier from Efb..

Most vfr points are on vnc/vtc but not all. 

Turn on "vfr waypoints" option in your efb to see them all.

With regards to airservices, and assuming you are in flight, you can tell you are X miles N/S/W/E from such and such township, they will tell you sqawk ident, then they will know your position.

Nobody can see half inch wire until the very last moment (if then). However, we can see power poles and maybe insulators.

It is surpising how the paddocks around airports are looking "clear" from the above, but when driving in a car one can notice heaps of wires, tall fences...

https://aviationtheory.net.au/shop/general-and-historical/flight-at-lower-levels-safety-in-the-circuit/

Two captains, both accustomed to fly from the left seat. 

Engine failure memory checklist when they were endorsed for twins would save them: Mixture Up, Pitch Up, Power Up, Gear Up, Flaps Up, Identify, Verify, Feather..

Since no Mixture in ATR, Pitch Up would likely get them out of troubles.