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REastwood

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About REastwood

  • Birthday December 5

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  1. Hi Bex, Are you flying into Goolwa or driving past? There is someone here 7 days a week, some days are busy, others quiet. But if you are coming past drop into the office area and have a chat. Richard.
  2. I know a guy who flew P51D Mustangs in the 50's, was an instructor, worked for the DCA and is still flying in his 80's, I don't know how many thousands of hours he has flown but he had his first single engine engine failure only recently. You really never know when it will happen!
  3. I went from about 90 hours RA-Aus (with a brand new Instructor rating) to GA after an engine failure in a Jabiru. I certainly found the weight of the controls and the view out the front difficult in the beginning, but with correct use of trim (three "turns" of up trim on short final) and the correct seat height it became a lot easier. I pretty much went PPL, NVFR, CIR in the space of 60 hours so it was a steep learning curve and I still shudder at the gulf of training between RA-Aus and GA. But the Cessna 172 is a great aircraft to travel in, very reliable, 2 people, nearly full tanks, luggage and two fold up bikes in the back, IFR approach into Essendon on a cloudy day - priceless!
  4. Certainly the student pilot or instructor should have made a response to your "turning downwind" call, obviously not listening. But it also may have been appropriate on your part not to turn downwind until you had the location of the other aircraft established, extend upwind or crosswind until you are sure. Watch the youtube videos of the F16 C150 and the Sabreliner C172 midairs, See and Avoid is extremely difficult, correct and targeted use of the radio should be used and if you are not certain of the position of another aircraft in the vicinity don't just keep on doing what you are doing, and if you do make a call i.e. "Aircraft joining midfield cross wind please advice when you are on downwind." but get no response then it is probably safe to assume that they are not listening so stay clear until you either hear a response or you can verify their position visually. There is no hard and fast rule of when or when not to make a call, it is "to avoid the possibility of a collision (CAR166)", too many calls will block or override other transmissions so is not safe, too few will not alert other pilots in the vicinity so is not safe, and not listening or acting upon another transmission is also not safe. The correct use of the radio is an integral part of being a pilot and as much effort as you put into getting your landings right or other flight manoeuvres you should put into getting your calls right. Just as in landings, every situation is different, for what radio calls to make and listening and acting upon them.
  5. After reading all the posts here I noticed that the most important use of the radio has not been mentioned, that is the LISTEN. Everybody goes on about what CALLS to make but what about listening? If you take CAR166 and the CAAP and remember that listening is the most important thing then it makes a lot of sense. So you make a call 10nm inbound (not "inbound" to overfly, you are either inbound or you are going to overfly but thats another topic) people in the vicinity of that aerodrome who are listening will hear the call and should, if there is a risk of collision, make a call, i.e. "Coldstream traffic, Cessna ABC 10 miles to the North, inbound, expect circuit at 05" with a response of "ABC, Tecnam 1234 downwind 34 for circuits". Thus letting the inbound aircraft know that an aircraft is doing circuits and to keep an eye out for them. If the inbound aircraft is coming from the North and you are departing South then there is no risk of collision and no real need to make a call. Joining the circuit. You should call a minute or so before joining the circuit so that those listening will be able to respond if there is a possibility of collision, i.e. inbound aircraft calls joining downwind 34 and you are on crosswind 34 about to turn downwind, NOT if you are taxiing to the runup bay. Taxiing for the runway. You should call that you are taxiing to the runway so that those who are listening will be able to respond if there is a possibility of collision, i.e. if you are on final to runway 34 then you can call to let them know. This is also why you should NEVER make an unsolicited Final call, I have seen it happen too many times where a person makes the taxiing call at the same time a person makes an unsolicited final call (making calls and not listening) so neither are any wiser as to each others location. Then the taxiing aircraft will make a call to enter the runway just as the other aircraft makes an unsolicited call that they are on short final and before you know it you have a collision about to happen. The aircraft in the circuit should be listening and when a person makes a taxiing call THEN you can respond to that call because you were listening and give your position. And so on with the other recommended calls as per the CAAP. If you are doing circuits and really feel the desperate need to say something then the safest call is the Base call with intentions. If you call Downwind you may over transmit another aircraft calling joining downwind, if you call Final you can over transmit someone taxiing for or entering the runway. Remember, the key to safe use of the radio is to make the recommended "trigger" calls and listen! Do not turn the volume down so you can talk to the student or passenger (the number of times I've seen this!), don't just make rote calls, think, transmit then listen.
  6. Also, everybody needs to remember that you are all bound by THE rules (CAR, CASR, CAO etc) and that RA-Aus operates under various EXEMPTIONS from those rules (CAO 95.55, 95.10 etc) so there isn't really a rule for GA and a rule for RA-Aus. As pilots you need to at least read THE rules as they do actually apply to you. If there is an exemption to that rule contained in a CAO pertinent to your aircraft then that exemption applies to that rule. So have a read through the AIP at least.
  7. From what I gleaned from the various emails, postings etc. from both OzR and AvPlan was that no one wanted to sponsor AVA, then OzR became the first sponsor, then AVA (with still no sponsors or even bookings for stalls) asked OzR if they could cough up more money and so for roughly a $60,000 investment AVA offered in return exclusivity (which shouldn't be a problem as no one else has even signed up for a trade stand yet so it doesn't look like any of your competitors are even coming). OzR agreed on the proviso that if anybody did want to sponsor then OzR would drop back to either a major or normal sponsor depending on how many other sponsors came in. So if AvPlan (who as it seems hadn't even booked a stall at this stage) wanted to, they could have easily approached AVA and offered to become a sponsor. The question is why didn't they? Why did they launch a social media campaign saying they had been excluded from an event to which they hadn't even committed to going? Anyway, it looks like it's been a steep learning curve for quite a few people and OzR looks like they will distribute the money elsewhere in a more quieter fashion which in the end may be the better way to do it.
  8. After a relatively quick (2 hours) search of the regulations, all I could find to determine VFR conditions and if it is legal to take off for Day VFR is as follows; 1. Forecast - If you can obtain a forecast then cloud must be at least 1000' AGL above the highest obstacle 10nm either side of track If no forecast then pilot is satisfied that the weather at the departure point will permit the safe return within 60min. 2. Alternate - The forecast cloud must be Scattered or less, 1500' AGL and 8km vis (not applicable if less than 50nm) 3. Takeoff/Enroute/Landing - Class G: below 10,000' - 1000' vertical, 1500m horizontal, 5km visibility. AT or below 3000' AMSL/1000'AGL; clear of cloud and in sight of ground or water, 5km visibility - MUST HAVE a radio and used on appropriate frequency. 4. Reg 157 may fly below 500' due stress of weather. For IFR the take-off minima is black and white, but for VFR it can be down to interpretation; for example, there are no TAF's for my departure, destination or any airfields along my track. The ARFOR that I have obtained shows cloud above 1500' and visibility of 8km. However at my departure the cloud is low and I estimate that it is 800' and I guess visibility to be 5km and I'm satisfied I can make a safe return. I do not need an alternate due to forecast. I jump in the plane and take off. At 600' I start entering cloud, I drop to 500' and can see the ground and if need be due to press of weather I can fly less than 500' if I need to so I head off to my destination. Have I broken any Visual Flight Rules? Please provide references to any rules that have been broken.
  9. OH&S has prevented a lot of accidents: mainly certain people getting accidentally sued (because they were seen to be "doing something") and I suspect a lot of workers have lost their jobs due to the rapid increase in the cost of building anything these days, so therefore accidents have been prevented. Remember empty workplaces are safe workplaces.
  10. Possibly, my brother is a Type Rating Examiner/Check Training Captain for QF.
  11. Nope! Got my PPL, NVFR and IR not that long afterwards and bought a Cessna 172.
  12. I was about 3000' AMSL (about 1600 AGL) just below the clouds on my way to Port Augusta in a Jabiru 230D, the engine started running rough so I immediately pulled the carry heat but to no effect, the engine stopped dead. Being already primed for a problem I checked fuel, mags and a restart but when I pushed the starter the prop didn't move at all! 1. As the engine was running rough I was focused on the engine so when it stopped dead the was only a moment hesitation before going through the checks. 2. 3000' AMSL (1600 AGL) no pax. 3. It felt like about a minute but was more like 4 min in real terms. 4. I had been taught to always select a couple of areas just in case, the first, while clear was sloping and I was too high, the second was flat but with a crop of wheat, it was the second one I ended up in. 5. I think so, the main thing going through my mind was "do not stall it in, go through a fence if you have to" when I was lined up in the paddock all I could see was a tree in the way, but I figured better to hit it slowly than stall and hit the ground fast! 6. The mains touched down first but the crop caused a lot of drag which forced the front to dig into the soft soil causing the aircraft to flip. Aircraft was damaged (wing, empanage, fin) and I had a small bruise from the seat belt (which at least gave the two ambulances, three fire trucks and 2 police cars something to do :-) 7. In all the training I did it was always "look for a paddock" but since doing further training in GA I have been taught to also look for roads - long driveways, etc. as landing on a firmer surface if available can prevent a flip. 8. I didn't activate the epirb before landing, I had it ready but things happened a bit fast and I worried about the antenna getting in the way. 9. Came in full flap (electric, so put full flap on then turn off master at about 50') I remember touching down just above the stall what I did not know was just how a crop (probably only a a few weeks from harvest) would grab the wheels and just how disconcerting being upside down can be, it took me probably 10 seconds to realise to push with my legs to be able to unbuckle the seat belt. 10. No idea, I knew it was catastrophic as the starter motor couldn't budge it. 11. There was a nice flat dirt road with no trees not far from where I landed, I wish I had gone for that. 12. Can't remember! I remember asking the channel 7 chopper pilot if he could give me a lift back! I had to wait a couple of hours for my wife to come and pick me up from the local police station, at least she didn't berate me all the way home! A couple of other memories... apparently they heard my May Day at Parafield FTA but they thought it was just a student giving a dummy call but had accidentally pushed the PTT button as my voice was so calm!!!! I found it hard to find a phone number to call to say I was on the ground OK, cancel the May Day as the radio was unoperative. Unfortunately channel 7 chopper also heard the May Day and came to the scene. I didn't want any mis-reporting so refused to comment, I remember the reporter telling me "don't worry, I'll tell you what to say", I was shocked more by that than the crash! I was speaking to a gentleman who has been flying for over 60 years and he had his first engine failure (in a single engine aircraft) in his Victa only a few months ago, so basically you need to always be ready and practised because you can never know if or when it will happen.
  13. I had approx 55 hours dual & 80 solo (25 RA-Aus cert, 11 Navs, 15 RA-Aus instructor rating + 1 year solo flying in various aircraft), so I had done a fair bit of flying before going for my PPL. I'm not sure what the minimums are these days but you need to make sure of two things: 1. The GA school you use will recognise your hours in RA-Aus and 2. The RA-Aus school you are with are covering the required subjects correctly and fully - especially NAVS, i.e. TAFS, LSALT, Alternates, Low Level (500') navigation etc. With regards to actual flying, the biggest issue I had going from a Jabiru 230/Sportstar type aircraft to a Cessna 172 was the flair. The weight of the controls and the view out the front made for some re-assesment of my landing technique, but once I sorted that out it also made the lighter aircraft landings better :-). After getting my PPL I went on to get my NVFR and CIR (now just IR) and after doing all that I realised just how lacking my RA-Aus training was regarding VFR navigation. Re: the 13 hours, yes, that was all dual and all navigation, i.e. Navs into and out of CTA, low level navs (500'), 2 hours on instruments, dead reckoning and rectifying unknown position. The flight test consisted of two parts, aircraft handling (stalls, turns, EFATO, price. landing etc. etc.)and navs.
  14. Hi, did mine with Gary Pullman at Murray Bridge, took about 13 hours with Controlled Airspace. Used the Bob Tait PPL book for the exam. All pretty straight forward.
  15. You might want to consider also that the "Cost" of hiring is also about how much they want to hire the aircraft out, i.e. "I don't mind hiring mine out as long as I make a lot of money out of it, so I'll charge $300/hour", or "I need to hire my aircraft out so I'll charge $160/hr."
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