DarkSarcasm

I agree with the post above, don't waste your money on a gps, simply because I doubt your instructor will let you use it at the moment anyway.

 

Equipment I have:

 

• Maps - VTC, VNC, WAC, PCA. I did have an ERC-L but didn't use it so haven't bothered updating it (but am carrying around the expired one 'just in case')
   
   
  
• Protractor - I have the square ATC one
   
   
  
• Nav ruler - I have the ATC one - I have a 120nm one for in-cockpit stuff, and a 180nm one for planning (you only really need one though, I just decided to treat myself with the 180nm one)
   
   
  
• Pencils and lots of em! - I recommend 2B, they're darker so easier to see the lines on the maps - you can buy a box of 20 or so at officeworks. I've carved lines into mine for scale marks for rough inflight measuring. Plus keep a couple of spares in the pocket next to you for quick access, you will drop pencils midflight
   
   
  
• Whizz wheel (aka flight computer) - I have the '6 Jepp one, not an E6B, just a wheel
   
   
  
• Whiteboard marker for making marks on whizz wheel - very easy to get off after and doesn't leave permanent marks on your wheel
   
   
  
• ERSA - you can check with your FI, but I wouldn't be surprised if they make you buy one, you need to carry one in the aircraft so either you or the FI is gonna have to supply it. One suggestion though is to print out the individual pages for the fields you're going to land at from the Airservices website, so you can put it on your clipboard rather than messing around with your ERSA in flight, and the airfield diagrams are bigger so it's easier to see runway/taxiway names etc. Plus you can scrawl ATIS info and ATC info etc all over it and not need to worry about erasing it all for next time.
   
   
  
• A4 clipboard or kneeboard - unless you're flying an aircraft with the stick between your legs where a clipboard is fairly impractical, I'd recommend a normal clipboard, I got a cheap one from officeworks - if you fold it over so the back clip part is on top, then you can store maps you're not using at the moment in flight in the middle of the fold and easily open it up to change maps
   
   
  

 

 

One main tip is to not buy your maps until just before you start navs. Buy them too early and they'll expire before you start and it'll be a waste of money. That being said, I have no idea how far off you are, so it may be worthless advice.

 

Hope all this helps :) If you have any questions about anything, just PM me, I've just been through my navs (GA, but the basic principle is the same), so it's all pretty fresh in my mind

 

 

Planey:

 

DJ: thanks

 

With the second question about around the bay, the call would be more of a courtesy call than anything, yeh? So you wouldn't be told off if you didn't call or anything? What kind of thing would you say in that situation?

 

 

On my next nav, I have to overfly Moorabbin. I've always had to stop at Moorabbin so I'm not really sure about the procedures for overflying. Up until now, I've only overflown CTAF airports, so only had to make a call on the area frequency.

 

So, what do I need to do at Moorabbin? Do I call up the tower at an approach point and say I want to overfly for Leongatha or what?

 

On a related note, if I want to, say, fly around the bay, so need to go past Moorabbin to get there from my home field, but don't want to land at Moorabbin (so staying outside the Moorabbin 5 mile circle on the map), do I need to call up the tower and tell them I'm going past or anything? Or talk to Melbourne Centre? Or tell anyone at all?

 

Cheers :big_grin:

 

 

I self-studied mine, except for the intial theory on how to use the whizz wheel etc before my first nav (basic nav planning stuff). In my usual style, I studied the majority of it in a week. I think there are definite benefits to doing in it a class though :)

 

 

I always wear sunnies when flying, the glare gets me otherwise.

 

When I started navs, I wore an old watch I'd had for years but it wasn't accurate enough because it didn't have each minute marked, only every 5 minutes. I used a digital watch for the rest of my navs.

 

I have to admit, for Christmas I got a limited edition Red Arrows Citizen watch which has a flight computer around the outside *looks embarassed* So yes, I have one of those huge watche :augie:s (tis a blokes watch too) But I wear watches as jewellery (I have over 15 watches of varying types) so it was more of a 'cool Red Arrows watch!' purchase than 'oooh pilot watch' purchase

 

 

For what it's worth, I use 10 mile markers.

 

As long as the system keeps you on track and gets you to where you want to go, I'm not entirely sure what all the fuss is about. Use whichever you're comfortable with and works for you.

 

Iggy: I didn't realise you'd started navs. How are they going?

 

 

$110 to sit an automated computer exam for PPL

Really? My PPL theory test was free...unless they emptied my account without telling me! I have heard of other people having to pay for their PPL theory though...I think I remember someone saying at his school it was $160

 

I saw a place called True Blue Aviation in Berwick (or near there) that did RA-Aus FI courses, I can't remember the URL at the mo, but I was thinking of contacting them for prices when I get back in Feb. I'm also planning to have a chat to my school and see if they offer anything

 

 

I have to admit that this thread has piqued my interest in the whole idea

 

Is there anywhere that would list out in greater detail what you learn and what's required in the course?

 

Is the course the kind of thing you could do 1-2 days per week over a long period or does it have to be done in an intensive full time block?

 

Is there any chance that a school would hire a RA instructor that could only work 1-2 days per week, or is there little/no chance of employment unless you're going to work full time?

 

Main question: how do you assess whether you'd be suited to instructing?

 

 

Fair point DJ. I have done all my training in the one place (except for a couple of flights interstate), so, so far at least, it's easy to rebuild my logbook if I lose it.

 

Righto, must remember to pop down to the field and pinch my logbook before I leave.

 

(Normally, I'd suggest to get a GA CFI to sign it certified as a true copy if it mattered to anyone.)

Normally, but not this time?

 

P.S. Every time I fly now I see Eagles! They're everywhere!

As long as you're only seeing them!

 

 

Take your logbook along

D'u reckon I could get away with just taking my SPL? Not sure if I want to cart my logbook around the UK, bit afraid of losing it (or the airline losing it for me)...

 

 

I've been tempted to try a TIF in the UK several times, but other things have taken precedence - surely you could have a fly, even if it is with an instructor?

Yes, I've decided that would be a better route. Even if I did have the PPL in time, I'd probably just get over there and find I need an IFR rating to be able to fly! I'm planning on organising a TIF and telling them I'm at PPL standard so want to do more than the usual TIF/joyflight stuff.

 

 

...it actually crosses your mind to delay your overseas holiday so you can get your PPL before going.

 

For the past month I've been navving like crazy in an attempt to get my PPL before going overseas on holiday for 2 months. Unfortunately it seems I'm going to be pipped at the post ( weather) - I'm at the standard, but need to do one more solo nav and a pre-licence check and the test, and I'm leaving on the 1st. So, it looks extremely unlikely I'm going to make it.

 

It doesn't really matter if I don't make it (although I did have vague plans to fly over there but it seems that it might be impossible to fly over there in winter without an IFR rating anyway!), but I had set the goal so I'm disappointed I'm so close but not going to make it. It seems that I'd be better off not setting goals when it comes to flying, I never make any of them. On the other hand, maybe all my luck for this goal was used up when the eagle decided to try and shoot me down

 

(Yes, I'm having a whinge, but I had to whinge to somebody or I'd scream)

 

 

Did my first solo nav today, was absolutely amazing. Just me, CWW and the big wide sky :big_grin:

 

Guess the instructor wouldn't like it if I turfed them out next time would they...

 

 

Darky - only reason I ask is that I'm not clear on whether there is (or was) a second set of exams I'm meant to be studying up for.

As far as I know, the only theory part of the GFPT test is maybe a Q&A thing beforehand, but check with someone who's done the GFPT to be certain.

 

I'm meant to be sitting for my BAK in about 2 weeks and am not entirely sure what specifically is on the actual exam so am using the practice exams as the penultimate guide.

The practice exams are a pretty good guide I reckon. Practice lots of weight & balance/loading systems questions and density altitude/pressure height - basically the calculation ones :)

 

 

Yes, I spose? Although you can skip GFPT and go straight on to PPL and you'd still have to do BAK so perhaps not as well.

 

But does it make a difference if it is or not?

 

 

Darky, this is the CAA website link that I gave to you previously.FAQ Answer | Personnel Licensing | Safety Regulation

Thanks DJ, that was the one I was thinking of but couldn't remember. :)

 

 

Hi all,

 

I heard that an Australian PPL is valid in the UK, and you don't need to convert to a UK PPL, is that true?

 

Earlier this week I emailed a UK aero club who said that an Australian PPL is not valid in the UK and there would be further checkout requirements but I seem to remember being shown an official UK website (perhaps their version of CASA?) which said that it was valid so now I'm thoroughly confused. i_dunno

 

Does anyone know?

 

 

That was close Darky. Was that around the YV?

No, it was around Bacchus Marsh

 

 

you sure you want people to know that your basically a lawyer now??

Yup, I worked hard to get there, I'm proud of it

 

 

Thanks everyone, I still can't believe it :big_grin:

 

Well done DS...do u have to bow and scrap to a judge to be admitted to the "bar" ?

Nope, I don't get admitted as a solicitor for another year. Got to spend a year working in a law firm first (kinda like an internship).

 

The Bar is only for Barristers, solicitors just get admitted as a solicitor of the Supreme Court of their state.

 

 

Ok, I think I might have worked it out.

 

I think part of what's doing my head in with this system is that it just seems really inaccurate. So much of it seems to depend on where in the box you think is the correct spot for the line. I dunno, it just seems inaccurate i_dunno

 

 

Ok, I'm really excited and want to tell everyone I can - I just got my final uni results and I passed, so I now officially have a law degree :big_grin: *bounces*

 

(thanks to all those who listened to me moan on chat about essays and exams!)

 

Sorry if this is off-topic and nobody cares, but I just wanted to tell people

 

 

This thread may be able to help... http://www.recreationalflying.com/forum/learning-student-support/9295-loading-systems-alpha-bravo-charlie-need-help-please.html

I read that one but I'm still confused :black_eye:

 

Ooooh, 1000th post, milestone!

 

 

Can anyone explain how loading system Alpha works? I just can't get my head around it.

 

I understand how you work out how much fuel you can carry - MTOW-ZFW and as long as it fits in the CofG envelope, you're there.

 

What I can't get my head around is how you work out how much, say, how much baggage you can carry in the rear compartment or whatever. Basically, when you have to work backwards to find something, such as baggage, then I don't get how to do it except drawing lines at random through trial & error or something.

 

Can anyone explain it?

 

 

Thanks all :)

 

I think that the extra money I'm paying to do my navs in the Warrior suddenly all became worthwhile. It may be costing me more but considering it did that much damage to the Warrior, then I don't know how the Jab would've faired, so perhaps that extra money = me still being here, who knows.

 

and don't those "opposition"objects come at you quick ... you spot it and before you can react WHAM ... its either missed or hit ....

ooooh yes! I saw it maybe a second before it hit.

 

its only when u attempt to fly under them that there's a problem...their first instinct is to fold the wings and dive...

We didn't 'attempt' anything

 

Holy Moly :ah_oh: , had it jammed pitch controll ??????????????????Proves, you`re safe as a church, till you`re numbers up.

 

DS, If that didn`t bother you, you`ll make a good pilot.

No the pitch was still working, although we were a little wary when landing because we weren't sure how much elevator authority we actually had.

 

I wouldn't say it 'didn't bother me' but I wasn't panicking or anything either. While we were flying I guess it was mostly adrenaline plus disbelief that it was happening - plus it was flying fairly well, so I'm sure that contributed to being calm, if it'd been all over the shop then that would've been different. It did start to hit me when I got home, I spent most of the weekend thinking about it, and I was quite nervous when we redid that nav on Monday (at takeoff and around the spot where we had the strike) but overall I think I still can't believe it happened at all. I spose staying calm at the actual time is the good pilot part though?