Benjamin Pitt

I'm at capalaba so it's a fair drive. But if I reduce my cost by $100 per hour or more it's worth it. Where are you learning?

Thanks Crezzi. They don't anymore. I asked their prices. You're looking at $330+fuel surcharge per hour for the c172's. There really is a call i think for lsa ppl operators. Get that price down to ~$220 and you're laughing.

You should be able to train in a 152 for $200 an hour. I trained in a 172 in Caloundra for $265 during the stupidly high fuel prices a few years ago.

BP...u amaze me

No, because the lift produced by the wings is acting on the CofG. The tail has a huge arm acting on the CofG.

Gliding is very rewarding in the right conditions, but it's also by far the most time demanding given the reliance on teamwork to get things done. Everytime I try and return to it, I get too frustrated with how long it takes just to get into the air. Though I plan on taking a week of next month to get some more soaring flights in.

Powered flight wins "bang for time" everytime.

Plus it's far easier to take up passenger's, no need to stuff them around with waiting for hours.

I assume your question is are your training hours with an instructor on board included?Are you not still PIC in this situation? ??

Okay here is my theory as to why your airspeed "bumps" as you enter a thermal.

We can all agree that a thermal can easily have air rising at 15 knot's or so.

Rising air hits the surface's of the aircraft at a different angle of attack than before. But only one surface has an big effect on the attitude of the aircraft.

The upward push effect on the horizontal stabiliser gives a nose down attitude allowing the pitot tube to accurately read the air speed over the aircrafts surface from the uprising air flow.

It follows that when leaving a thermal the nose pitches up as the tail is hit with air flow going down, although again sometimes the airspeed indicator "bump" seems to be a drop? Perhaps the pitot tube does not register the downdraft, but simply the effect of losing the original updraft?

Anyone else have similar thoughts?

I have not noticed this effect in a helicopter which have much smaller rear horizontal stabilisers.

Its vital to give yourself (meaning your brain) time to process the large amount of data generated in the average flying lesson.Remember you spend a lot of time watching and practising sequences you haven't done before, often with only (be truthful) a basic theoretical understanding.

 

In your early flying career (up to solo) I'd recommend that students limit themselves to 2 lessons a week....otherwise "information overload" will ensure "3 steps foward, one step back"

 

Just my musings.........

I do not agree at all, that is almost to the point of taking more time to get up to speed, you struggle to remember the correct checks, radio calls, fuel burn etc.

I was doing 3x1 hour lessons a day for 5 days in row at the beggining of my training, that was information overload at times, but not too bad and you really got into a rythem.

2x1 hour lessons a day is closer to the mark with correct preparation I'd say.

I've got 250 hours up. Now if you look at my landing I posted onto my you-tube site, you'd not believe me. I went solo after 15 hours, that's probably average.YouTube - KevinThePenniless's Channel

Bloody hell!

Sorry, I thought some suggested to land "as soon as possible" rather than "as soon as practical".

edit - On the plus side Moy, you gained some experience with ASI issues and got it down safely. The very reason we log our hours, as a measurement of problems faced and dealt with.

I wouldn't land ASAP.

What's wrong with the aircraft? Nothing really, so why land it in a hurry?

After aviating and navigating, I'd communicate my situation to those in the area. If I could I'd also let someone on the ground know of my situation so that if I need assistance they can provide it too me.

Congrats Brett

What's up next, confined area's? That's damn fun and amazing the spots you can fit a 22 in!

Watch that hand coming off the collective when on the ground and at 100% RRPM though, I had that problem myself

They only test the urine for blood? Looks like I was wrong about that then.

Bidgee, yep CASA do have a team that has done alchohol and drug testing around Australia, however private pilot's are highly unlikely to be tested, they seem to hit up the schools and commercial pilot's.

Benjamin, well its news to me. I have had several Aviation medicals, and have never been tested for drugs. I have just looked up the DAME handbook on the casa site, no mention of drug testing there. The only mention of it is in the DAMP program. Which is nothing to do with aviation medicals.Raptor, Im glad to hear you gave it away. Good onya.:thumb_up:

Not sure if you misunderstood that the question was regarding class two medicals motzartmerv, but all CASA class one and two medicals require a urine sample for drugs.

If you fail you get tested again, not sure what happens after that as I've never been concerned by it. Make sure you disclose any medication you are on.

Simple answer is you either choose to fly, or do drugs, not both.

Is it lack of trust, or simply geographical reasons? There would be far more people in the local area with a common interest in the UK compared to Aus.

I'd fly my own if I could afford it, but have to rent for now :(

A post on Pprune had a good tip.

Source the oldest aerial photo of the airport and surrounding area you can.

Invite the people making the complaints to the airport to air their concerns.

then ask them to point out where their house is

No idea, but I do know they don't like anyone flying directly over it. Atleast that's what the training schools in the area told me.

Great area to fly btw!

So when does it come to a point where the instructor has to make a decision to either:

A. Get another instructor to have a crack at progressing the student along.

B. Sit the student down and advise that aviation simply isn't for them.

50 hours? 80?

I'd be worried and wouldn't fly with anyone that took more than 40 hours to go solo.

And here I was thinking someone was dobbing in a fellow pilot for flying navs using Googlemaps

Great to hear that you have got a job as a groundie Brett, it will be more helpful to getting a job out of training than anything else.

Funny those americans and their auto's to the centre of runways, safer for sure, but still looks odd to me.

You should enjoy this video that popped up recently.

You can do the theory in a classroom environment for each individual subject with some theory courses.

I'd recommend self studying HF, AGK, AERO, MET. Then go do the classroom thing for Nav and Performance and Ops, and after that self study AIR LAW.

This will have some useful info http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_90070

1. Yes their is a set time that you need to complete the first and last exam in, but it's a few years, I can't remember if it's 2 or 3.

2. You book the exams online, unlike a ppl which can be done at a training school, you need to go to an exam center called ASL (or similar, I forget).

3. You sit each subject as a different exam. You can sit them one after another in the same day, but the exam centre's generally only hold 2 or 3 exam sessions a day.

4. AFT and Bob Tait.

5. You get a printout with your result and a Knowledge Deficiency Report (KDR's). Which you then must submit during your flight test. ASL also keep a record, but charge $20 or so for a reprint, even if you ask for one at your next exam!

I hope struggling to count to seven is not an accurate indicator of your exam ability

7. You need to have completed the B.A.K (Basic Aeronautical Knowledge) exam first and have it stamped in your log book to present on request to be allowed to sit most CPL subjects.

If you plan on doing the shortened 150 hour CPL course down the track make sure you read this regarding when you are allowed to sit cpl exams without disqualifying yourself and having to undergo the 200 hour course.

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_90071

6. Yes

Basscheffers, thanks for the invite, I signed up and will post some info about myself :thumb_up:

Thanks basscheffers, is that heli pilot ever short on pax or even a pilot :big_grin: I'd like to get more cross country flying in, but this heli is usually tied up for work.

Any beach landings? Just looking for a spot to stretch the legs/toilet break and change pax positions for the flight back.

I am flying some friends in a heli tomorrow from Adelaide down to Kangaroo Island. Anyone here have any tips for nice spots to overfly or land during the flight?