Bosi72

Similar situation here 2-3 yrs ago.. Losing weight was the best thing I've ever done to my body. Sugars and blood pressure dropped naturally and I was granted a Class 2. There were no shortcuts, and it was very hard. You will need the same "power of will" during your flight training. Is it doable? Of course it is! Good luck!

I've never seen/heard someone doing 360 on the base to make a separation?! Slow down or extend leg in worst case.. I have been in a situation when turning xwind whilst another aircraft joining xwind. Quick radio call clarified situation but it wasn't pleasant situation to be in.. Glad to hear no fatalities.. adsb is not much relevant in the circuits imo..

Maybe this could help. https://www.bunnings.com.au/deta-earth-rod_p4430624

Don't "cut the power" (extend airbrakes) above the threshold when landing ! Common mistake when transitioning from powered aircrafts to gliders.

Several years ago we went on a Cruise from Sydney to Caledonia, plus 2 or 3 islands. On the way to one of the islands, the Captain announced change of plans. The authorities on scheduled island asked for more $, then the Captain decided to take 5000 tourists on another island which didn't charge extra $$. We still had a good fun on"unplanned" island. Unfortunately we don't have a Captain in our sport/hobby, however I believe some other council may see this as an opportunity?

If your aircraft's POH doesn't have a table like this: Then use the table below (from Bob Tait RPL/CPL books) to calculate new stalling speeds : For example in Foxbat A22LS, multiply level-flight stalling speed with the square root of Load Factor. AoB 34deg 48deg 60deg 75deg 85deg Vs = 42kts 47kts 51kt 59kts 84kts 143kts Vso = 32kts 36kts 39kts 45kts 64kts 109kts Yes, there is much more involved than this (weight, climbing, descending...). Regardless, for a student learning to fly, these numbers will be sufficient to know. Add 5kts buffer and you'll be safe.

Kasper, I am not arguing with you. I am sharing my experiences when flying conventional aircrafts. Assuming you are refering to ultralight trikes (as per image in your avatar), unfortunately I don't have any experiences with such aircrafts neither I know any statistics of base to final stalls in trikes. My comments are applicable to conventional aircrafts which was from the original post. However, let me be proactive, maybe a "yaw string" normally used in gliders could be used in trikes where the engine pusher is at the back ?

There are ways to use our body to tell (usually buttocks), however it comes with experience. If installing $150 or $40 small ball indicator is the problem, then a Lunapark is probably the closest place where a person can practice and acquire those skills. https://www.aircraftspruce.com/catalog/inpages/bank_indicat.php?clickkey=5266 https://www.amazon.com.au/Sun-Company-306-R-gage-Inclinometer/dp/B003D2AVMO/ref=asc_df_B003D2AVMO/?tag=googleshopdsk-22&linkCode=df0&hvadid=341744964201&hvpos=&hvnetw=g&hvrand=3044931865966335272&hvpone=&hvptwo=&hvqmt=&hvdev=c&hvdvcmdl=&hvlocint=&hvlocphy=1000567&hvtargid=pla-526338884538&psc=1

The aircraft will stall at particular Angle of Attack, not the speed. People learning to fly need to know simple numbers and those from POH are safe when the nose is on and below horizon. It is easier to slow down an aircraft on final, than recover from spin at 500ft.

Keep the ball in the centre and nose below horizon. Check stall speeds for various Angle of Banks from your POH. Don't assume instructor see everything.

From "Victoria and Tasmania Country Strip Guide"

Looking better now.

I have a yellow tag "Items for review" next to "Manage aircraft" menu in my.casa.gov.au portal. Clicked, there were 2 options: - confirm all details are correct, and - some details are correct. Nothing wrong with current data, still the message came out "unable to complete online, contact us". Clicked "Contact us" then another message popped up "Page not exist". Go figure...

I use my School's flight plan form. Not the best in the World, but does the job and it helps when doing BFR..

Thankfully it was a northerly wind. Otherwise not much options down between factories... Good news is that pilot survived.

Don't know much about the Jabiru lights, but I installed these Led bulbs which work in dual mode, similar to some camping headlamps, i.e. press switch once - steady light, switch off then on - flashing strobe effect. No need for any electronics, straight in Led bay15s bulb replacement. https://www.ebay.com.au/itm/Dual-Mode-Constant-Strobe-LED-Replacement-Nav-Bulb-SET-Super-Bright-10-30VDC-/332637497097?_trksid=p2349624.m46890.l49286

As a seller, if I have a choice of getting $5k more but subject to this and subject to that, I would rather accept $5k less from a buyer who is happy with "sold as-is". But that's me. From personal experience as a buyer, information that LAME's daughter piloted the aircraft was sufficient insurance that aircraft is in good condition regardless of age, logbook and a fresh MR. My key question to LAME was what previous owner didn't do that he suggested to him. He said ~$8k for control cables which I offered immediately, but he said that wasn't urgent, can wait. Finally the "Contract document" was more of a receipt where owner(seller) signed that he received money for the aircraft, then we both signed the other Casa forms, and that was it. At the next MR I replaced cables. But I can understand how this can be very frustrating. Good luck, I'm sure you will find and buy the aircraft you want.

CPL licence does not include any of instrument ratings. CPL is "very similar" as PPL (I will get bashed on this statement), however it does have additional 7 theory exams, plus ~150-200hours which allows you to do flying for money. Also CPL standards / tolerances are much more stricter than PPL. So yes, CPL gives you more knowledge and experience. However, most CPL gratuates realise the CPL licence is not much of use to them unless they are instrument rated, therefore they proceed towards the Instrument rating (IR). There are two major IR ratings, and both PPLs and CPLs can obtain either: Command Instrument Rating (CIR) and/or Private Instrument Rating (PIFR). If you are PPL+CIR you are bound by the same rules as CPL+CIR, no differences. Then, there are MECIR (multi engine), helicopter.., then there are procedures 2D, 3D, etc.. but don't get confused with that yet. However I suggest doing CPL exams regardless.

Good choice ! You can skip RPL and go straight to PPL: Study and pass the theory, do the Flying lessons, pass the Licence test. Alternatively you can skip everything and go straight to CPL: Study all 7 CPL books and pass the theory, do Flying lessons, pass the Licence test. IREX theory exam is separate and no prerequisite is required, but in my opinion it is the hardest exam in aviation (haven't tried ATPL yet). Books, theory, exams don't cost too much, but flying as you know does. Enjoy the journey !

Instrument Rating is great skill to have regardless of your licence. For Command Instrument Rating (CIR), both CPLs and PPLs have to go through the same process: flying 50hrs solo cross country before lessons, passing IREX, then another 40 hours of IFR lessons of which some can be done in a simulator. There is also a Private IFR rating with slighgly lower requirements, PIFR exam is shorter, 20 hours of IFR lessons including sim sessions, therefore there will be some restrictions with PIFR vs CIR. Single-pilot instrument rating is both mentally and physically more demanding than multi-crew instrument rating due to shared workload in a multi-crew environment.

There is no clearance to enter IMC. You practice diversions for such reasons during Nav flights.

You can fly VFR in all classes of airspaces except class A, which is above FL180 or FL245 at some parts over the Bass strait. https://vfrg.casa.gov.au/operations/general-information/classes-of-airspace/ Exceptions are Prohibited, Restricted areas, as well as Transition layer which is between FL100 and FL125 (depending on QNH) https://vfrg.casa.gov.au/operations/general-information/vfr-altimetry/ No need a clearance to enter class E, which is above FL125 over Bass strait, but contacting ATC is a safety measure. You can request Flight Following in both class E and G but subject to ATC workload. Rules about distances from(or between) clouds in class G are clear: 1000ft above/below, 1500m laterally and visibility 5km. So legally you could fly at FL100 providing cloud tops are at 9000ft, however I wouldn't be flying VFR on that day. https://vfrg.casa.gov.au/operations/general-information/visual-meteorological-conditions/ IMC is anything else other than VMC. Also when above FL100 you have to carry supplemental oxygen. https://www.legislation.gov.au/Details/F2005B00777#:~:text=8.7 During flight in a,are distributed throughout the cabin Finally, make a decision prior to flight if you have to choose between flying into IMC and breaking the rules..

Have you considered posting an ad in a "Wanted" section?

I would add ".. and nose below horizon.." as more important than anything else..

I just realised this video have a sound and is actually staged 🙂 Regardless, if I'm at 8500ft and engine stops, and have that big aerodrome is in sight, I would still head directly towards the aerodrome, then spiraling down (until I can play high key/low key). Reason: those mountains where you can clearly see the trees could generate some strong winds called "mountain waves" (I'm sure you've heard about them), winds that could push you down sooner than you've planned, then as you said "stretching the glide" may be too late. I like your rhetoric "did you learn anything - unlearn" or "no no". Ah you must be a very smart person ? I hope you are not instructor using that method when teaching the students.