Foto_Flyer

I was going to say pretty much the same as BlackRod. We live with airbags in our cars and while most of the time we give them little thought, it is nice to know we have that extra bit of safety. But the licence testing process hasn't changed nor has the laws on wearing seatbelts. It's an "added" safety measure! The same applies with recovery chutes. They do not replace good flying instruction, the practice of emergency proceedures or piloting skill. They are really a very, very, very last resort measure, when all else fails!!! I wouldn't, not buy an aircraft if it had one fitted. But I wouldn't go out of my way to find one with a parachute either. Basically, I don't think they are a gimmick but I do feel that they are an additional safety net that comes at a price. At the end of the day the "P" in PIC doesn't stand for parachute!

Oops! my situational awareness obviously needs work, didn't register that you had called Lee not Mick! Well, thanks anyway! I better go back and revise the section on keeping a proper look out in the HF syllabus!!!

It looks like it will be a danger area up to a certain level (1000ft to 5000ft, depending on which area) and restricted above that.

Thanks all, especially Ian for calling Mick "long distance"! It wasn't till I got to Crezzi's first post about the CAO 95.xx that I remembered that it's all there in the Ops Manual. (how quickly one forgets!) Yep, restricted is available to RA-Aus pilots and aircraft while deactivated. I didn't think it would refer to the Class C entry, proposed as part of CAR Part 103, and subsequently shelved recently by CASA. So that all makes better sense now! Thanks again! (Will check out the PDF doc too, thanks Crezzi.)

This question was prompted by another post, relating to Mick Poole's article in the April mag. He say's there, and I quote, " and the removal of the 'restricted airspace' flight restrictions to some degree". Now, I was under the impression that RAAus pilots were not permitted into restricted airspace, active or otherwise and as such, Mick's comment meant that, in some areas, we may get clearance to transit these as marked on the charts and in the ERSA. However, some seem to believe that it refers to entry to Class C, according to comments that have been made. So what is he referring to, does anybody have a clearer idea?

The GoPro Wide (Std. & HD) doesn't have image stabilizer, but due to it's extreme wide angle, the vibrations are barely noticeable to non existent on the footage. (see "Ultralights" footage on page 2) The standard GoPro has a narrower field of view so the engine vibrations etc. maybe more noticeable.

This is a relatively new school run by a mate of mine at Archerfield. They have a range of well looked after aircraft including C172 and new DW20 Boomarang, built at Kingaroy. Rates seem pretty reasonable considering the competition there! Flight One Air Charter, Flight Training and Scenic Flights

My set-up (sorry, no pics or vids to show you...yet!) is a little like Tomo's. I looked at those GoPro camera's and, while good for what they do, just weren't quite what I was looking for. For external shots, they're great. And the fact that some car and bike "race" teams use them with the supplied suction mounts, tells me that the mount will handle the sort of speeds we do! But I wanted something with a bit more clarity (as in optics) inside the cockpit. I've noticed that the standard definition GoPro's don't like spinning props if facing out through the screen. Due to the frame rate of the camera a distracting liner stobing effect occurs. (I couldn't think of how else to describe it) However, I believe this is much better with the HD version. I use a Digital Sony Handicam with a wide angle lens attached. It's an older one so it uses DVT (digital video tape) but these days they just record to a SDHC card. The advantage here is that the LCD screen can be rotated to face you regardless of where the camera is pointed so you can set up different shots in flight (if you wish). Most will also allow you to take stills, so if you didn't want to record a whole flight, you can just take some snaps of anything of interest along the way. Plus, the battery lasts hours and I can use the camera as a normal video camera for anything else too! If choosing this route though, I wouldn't use a HDD camera as the hard disk has a tendancy to shut the camera down in turbulence or on a hard landing to protect itself! (Not that you'd have any of those, right!) I use a suction mount for this set up with a RAM arm and camera mount. This works very well and can be quickly adjusted to almost any angle. However, Tomo's mount looks good for forward facing, between the seats shots! might have a go at making something similar myself. (as long as you haven't taken out a patent on it, Tomo!) I did spend a bit of money and buy a dedicated photo clamp but just haven't been able to use it successfully due to it's bulk. Oh, and as for the AAA batteries, get some NiMH or Lithium rechargeables. Bit expensive but last a while and usually have no problems in these sort of gadgets!

(Not to be taken to seriously) The first two photos illustrating the difference in "cockpit width compared to another popular high wing LSA", are a bit deceiving! He's got his arms out in front of the Tecnam and the nose of the Echo is longer than the CT too! But, apart from that, it is still definitely wider!!!

OK, just read through the AIP on radio calls and can concur with... The following are the only extra bits of relevance to RA pilots. 21.1.9 Aircraft may maintain a listening watch on other than the Area VHF for operations below 5,000FT in Class G airspace such as para‐ chuting, gliding, agricultural operations and circuit training or local flights at non‐controlled aerodromes. 21.1.12 The standard broadcast format is; a. {Location} Traffic b. {Aircraft type} c. {Callsign} d. {Position/intentions} e. {Location} 21.2.2 A non‐radio aircraft operating in Class G airspace may, due to stress of weather, operate above 5,000FT to the minimum extent necessary for the safe conduct of the flight, provided: a. the aircraft cruises at a VFR level; b. the cruise is conducted in VMC; and c. as soon as is practicable, the aircraft descends in VMC to below 5,000FT to continue flight in VMC. A pilot not able to comply with these requirements must proceed to the nearest suitable aerodrome and land. 21.2.3 A no‐radio aircraft, other than a glider, may operate above 5,000FT within the confines of a published Danger area which is: a. promulgated specifically for no‐radio operations, or b. identified as permitting no‐radio operations. Apart from that, if you are going to fly above 5000 ft, once that general allowance has come into affect, you must have a VHF radio in the aircraft and be licensed/certified to use it. And you must maintain a listening watch on the appropriate frequencies as listed in ERSA and/or charts such as VTC, ERC-L, etc. Of course, for a lot of us operating from existing CTAF's, that is probably already the case or will be after June 3rd. Well, at least, this is the way I interpret it anyway!

Photo of aircraft from a couple of years ago. JetPhotos.Net Photo » 19-4722 (CN: 002) Private Little Aeroplane L'il Tinny by Robert Frola Obviously home designed and built. Last I heard, she was in a critical condition in hospital, but is expected to survive. She has obviously had some problem, and just because the engine was still running doesn't mean that it wasn't engine trouble. From what I could see, looks like most damage is to the nose and left wing. While it's natural for us all to be interested and concerned, we might just have to wait till the investigation is complete to know for sure what happened.

I'm not an expert, but my 2c worth just the same. The 601 has been replaced by the 650 (AFAIK). The RaAus site has a link to kit manufacturers, Zenith being one of them. I believe that the tested/certified MTOW is around 600Kg but could be registed as a kit under the 544kg MTOW rule, thus allowing it to be registered as a 19-XXXX. Of course, if you are bying a second hand aircraft that's been built under other certifications/rules and/or VH registration, this maybe a different story. Someone else may be able to give you more info, but thats the way I interpret it.

Even some small hand held gps units (like an eTrex etc.) record a track when switched on. Using software you can download these tracks to your computer and convert them to whatever format you like. Certainly cheaper than dishing out for an expensive "Aviation" GPS if the data is all you're after.

We were talking to the cabin crew on a domestic carrier in March last year and they indicated that if you were to arange it prior to boarding, there is always the possibility of visiting the flight deck after landing depending on turnaround times and flight crew discretion. As long as you are honest and don't ask for more than they are willing to give and don't act or talk like a tool, you have a reasonable chance. On a side note, I have a friend who has an ASIC as he runs his own GA school and he has been told, once again depending on the flight crew's discretion, that he has a good chance to travel on the flight deck. However, you must board before everyone else and can't leave the flight deck till well after landing (basically after everyone has exited the plane and disapeared up the aerobridge). Not that that would worry me!!!

Show-off!!! But seriously, nice work, great video and great time of day. The aeros reminded me of ones done in a glider, nice and smooth but stiill exciting without being harsh! Well done!!!

Thats a sweet pic of HVI naemick!!! I was wondering what happened to the "old girl" I used to fly HVI years ago at Archerfield, best C152 around at the time! Nice to see she's still going strong!

Maybe some of the bad rep comes from the early days of Jabiru, where they used the Italian KFM engines. These engines were not too reliable (and there weren't too many Jabiru's in service either) and I know of at least one operator who subsequently "ditched" their training Jabs and went back to C150/152's as a result. Of course, this was almost 20 years ago, but I know some who are still wary of Jabs down to this day as a result.

Did ya see them? I got as far as the lifts and heard them go over. Oh Well!!

Inbound NOW!!!!

Hot off the ATC, F111's just left Amberley at 0925 local and over Brisbane in 50 minutes!

Don't quote me on this, but we are taking photos of the "Gov. Bowen" re-enactment at the Botanical Gardens. The Fly Over is supposed to be towards the end of that but before the march to St Johns Cathedral. Probably around 1000 to 1015 local. Sorry I can't be any more specific, they keep us in the dark also!

Thanks for the replies. It seems I was right about the current arrangements. With respect to class D, does that mean there may be a slim chance of access after April, in the early hours at least? Hope so! Archerfield is closer to home and would be more convenient if wanting to make a early start on a longer Nav. (get extra shut-eye for same departure time)

This may have been covered elsewhere, but I am looking for some opinions/advice about flying into a GAAP airfield like Archerfield in Brisbane as an RA pilot. This is how I understand the current situation. Between 7am and 5pm, Archerfield is a CTA GAAP airport. Outside of those hours, Archerfield reverts to a CTAF®, class G below 1500' So, as long as I have a current and valid ASIC, stay below 1500', and am willing to pay the landing/parking fees, I should be able to fly to and land at Archerfield, as an RA pilot flying a radio equiped RA registered aircraft. Is this right? If my reasoning is correct, it opens a whole new set of possibilities! My next question is, if this is the case, how will this be affected by the change to class D in April? Will it be class D 24hrs or will it still switch between D and G (CTAF ®)depending on the tower hours? The only information i could find said that the tower had to be maned (or womaned as is the case at YBAF) during daylight hours. Anyone have any further details on this? Thanks!

$110 per hour does sound good and you can't beat the 4 seat thing if you need it. Also, those Grumman's are apparently sweet to fly. However, while not wanting to take anything away from the BFG, I would argue that RA pilots can in fact fly cheaper than that. When you take into account the joining cost plus the ongoings each year, the rate may work out to be closer to $150 per hour. Now, I'm happy to be corrected (please do if I'm wrong!) and still, $150 per hour is pretty darn good for a 4 seater touring aircraft, if you have a GA PPL. Plus, I believe you can join as a student pilot and use one of the aircraft to train for your PPL, making it potentially cheaper.

Hey shags, yes, Maleny is within the 25Nm limit. I have an Aunt who lives up there who wants me to call her when I'm flying over so she can come out and wave. (yeah, I know, family!) Lake Baroon and Montville are pretty much at the limit though, so don't get too adventurous! Also, watch for sightseeing traffic (rotary and fixed) in the area between here and the Glass House Mountains, can get a bit crowded at times! Just pick the right day to go as It can be a bit bumpy due to the local terrain and Maleny's height may not give you a lot of room to move if there is any significient cloud cover! Apart from that, enjoy the free beer!!! (Make sure it 8 hours before the flight!! He He!)