kaz3g

:velvt:

 

Kaz,Does that mean that you always get people in trouble or Ozzie is always in trouble with girls. :-)

Chris

It just seems whenever a guy gets into trouble it's some girl's fault

 

kaz

 

 

Interesting that no one has mention "The Aviator"...story about Howard Hughs or "Pearl Harbour" (recent remake) which has a lot of flying in it.Apart from some of those already listed I have in my DVD collection:

 

A6M5 Zero

 

Black Hawk Down

 

The High and the Mighty

 

Memphis Bell

 

Midway

 

Mosquito Squadron

 

Spitfire (a movie on the story on how the Spitfire was designed and created)

 

Stealth

 

633 Squadron

 

Flying High

 

Flying High 2

 

and all the 10 seasons of the TV series JAG that had a lot of flying in them

I have some of those but also:

 

Hurricane

 

A Yank In the RAAF

 

The real Battle of Britain (not the movie)

 

Reach for the Sky

 

Battle of MidWay

 

Fly Boys

 

War in the Pacific

 

Messerschmidt BF109

 

kaz

 

 

I think DJP Acro still does TW endorsements as well as teaching aeros around Melbourne

 

kaz

 

 

my apologies FH i did not realise there were so many replies to this thread. Sometimes i miss some due to pressure of time limits. short breaks at work ect. FH beat you Kaz so credit where due. Interesting how one realises these types of senarios for many years without knowing they have been catagorized and titled.Ozzie

Sorry Nev... I saw the question and a couple of different views put on page 1, I think it was, and answered without reading the rest as they seemed to be going down a different path. Sorry I got you into trouble, Ozzie (it's a girl thing).

 

kaz

 

 

...a bit like turning up at the anzac parade pretending u served....

No... it's not like that at all!

 

kaz

 

 

I did my theory study out of books with Captain Trevor Thom who must be even older than me ... I remember him well

 

But I first learned to navigate at sea - flying came later - and I still can't fly with the charts set track up. I always have them north up. Although this means I have to interpolate my track changes left and right when flying south, I can at least read the place names without any trouble at all.

 

For the same reason, I also set my AirNav moving maps to show north up.

 

kaz

 

 

I was reading an article not exactly on human factors I got from somewhere, This term was mentioned.What does it mean?

Well, I reckon it's a reference to the mind-set that some people have that prevents them from deviating from a particular course of action once commenced.

 

For a pilot, it's the inability to decide to do a go-around instead of persevering with the landing, for example. Even though their approach goes to crap and even though the cross-wind is gusting higher than their demonstrated x-wind max, they keep on coming.... CRUNCH!

 

It's the same thing that drives people to keep on heading towards and eventually into the clag rather than turning around while safe to do so... sometimes called "press on-itis".

 

kaz

 

 

You can't get direction with a digital watch,

 

My personal preference is an analogue set on local time with a small added digital screen showing UTC. And I wear photochromatic multifocals although my Class 2 only requires me to have them with me when flying.

 

kaz

 

 

At least with a tailwheel plane you don't have that problem, but they can bounce even higher. Nev

You said it, Nev! When I got my Auster those who knew told me I would sooner or later find the bounce that had been built into its design.

 

Well, it has made several appearances now, but never when I have expected it, dammit.

 

On each occasion, by the time I've got things back together again it's disappeared back to wherever it hides until the next time it decides to wake me up....

 

I quickly discovered there are rules for Austering---

 

One bounce and maybe try again if only a modest embarassment (perhaps a blip of throttle and re-assume a 3-point attitude).

 

Two bounces and you MUST apply take-off power and go around or things will undoubtedly deteriorate rapidly and the embarassment will be proportionately far greater!

 

TW aircraft generally have longer mains than tricycles which adds to their bounce-ability. Prop strikes are the main worry.

 

The potential for structural damage early on is worse in tricycles because, not only are the fragile bits closer to the ground, but the CoG is further forward. The second bounce will almost inevitably occur with the nose wheel contacting the ground first. If the first bounce is anything more than a skip I think it pays to go around!

 

kaz

 

 

As Poteroo says...

 

However, a TW endorsement will likely improve your stick and rudder technique and give you the opportunity to experience some really good short-field flying as well.

 

Many traditional GA TW aircraft were designed to provide STOL performance -- Cubs, Bird Dogs, Austers, Maules, Beavers -- and a lot of RA TW aircraft have similar (sometimes better) performance again. For this reason, they are also generally better on rough landing surfaces.

 

It's interesting Poteroo mentions the MAF's PNG practices because, as I type this, a MAF C206 with full load of px plus freight has taken off from its base at YCEM and is heading for Rocky to assist people up there. I had a brief chat with the pilot Andrew before he left and his major concern was the availability of fuel at places open for operations as his endurance is only 3 hours fully loaded.

 

I hope those responsible for State and local government decision-making around the country have reflected during the last few weeks on the importance of adequate aviation facilities in times of emergencies.

 

Kaz

 

 

I have been wondering about Gatton Airpark...any news?

 

kaz

 

 

This might help

 

http://www.casa.gov.au/wcmswr/_assets/main/airworth/awb/26/002.pdf

 

kaz

 

 

The new release model of the GeoPilot that came out about a month ago now has street maps with it...not sure how good it is yet as I haven't had a chance to play with itThe EKP4 at $1695 is a darn good deal in the shop here

It's a very nice piece of equipment, Ian and your prices are always very competitive. But the current trend is for "bigger" and unfortunately my panel is not a big one. It's already pretty full of things and, while neither the 695 nor the EKP will fit, the small Garmin does so nicely right in front of me without obscuring the other dials... hence my preference.

 

The real benefit of the AVMAP program as a moving map arises from its use of the standard Air Services charts. It also makes doing all of the jobs in flight planning extremely quick.

 

Nevertheless, I still have with me and use my paper charts 'cause you just never know.

 

The next thing I have to update is my vhf radio. I currently have an ICOM 200 with 50 mghz spacing and will probably look at the updated A210 with 25 mhhz spacings because it apparently slots straight into the same cradle. It also incorporates an intercom which would free up one instrument spot for an AH which would be very useful.

 

Because of limited places to put things once again, the radio sits on the dash above the instrument panel in front of the pilot. This is a pain because it also obsures my view until the tail comes up! It's also the reason why I haven't considered a GNS430 which is much bulkier again.

 

kaz

 

 

How many do a power check after applying throttle for take-off? Especially on a short strip.Nev..

Agreed Nev... and how many check that their ASI is reading correctly as they are accellerating down the runway?

 

kaz

 

 

I had a rough running engine half-way between Tennant and the Alice a couple of years ago.

 

Made me very nervous watching all those roadtrains and cars with caravans hurtling down my emergency runway... looked decidedly dangerous so I perservered and continued to BAS where it turned out to be nothing more than a cracked insulator on a top plug.

 

kaz

 

 

Hi Jack

 

You might find this information provided by the CASA of assistance if you are flying GA around Brissy:

 

http://www.casa.gov.au/wcmswr/_assets/main/pilots/download/archer/archer.pdf

 

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_100138

 

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_90008

 

kaz

 

 

I use a Garmin 295 (the current model is the 495-6) and have had no problems in several years and a lot of miles now. But I also use the Airnav program with moving map facility running through my laptop to a 5" TFT screen mounted above the panel.

 

The Garmin gives me a lot of useful info about track, GS, heading and WTFAMI. The moving map gives me my exact position on digitised versions of the Air Services charts. All very handy, especially if you do a lot of travelling outback.

 

Some of the guys on this site are much more IT savvy than me and they know how to run similar charts on less expensive equipment. Keep on reading this topic and no doubt some really helpful stuff will follow.

 

I guess the answer really hangs on you spending as much as you can reasonably afford on equipment that will do the essential job for you.

 

kaz

 

 

Ahhhhh generation y...

It's not fair... I was born before we had alphabetical generations!

 

kaz

 

 

 

Pretty good answer Kaz, that is how I see it as well.David

Thanks, David. You know, I'm getting older every day (the alternative is something I'd rather not contemplate) and sometimes I have real doubts that I am actually pulling the right bit of knowledge out of the archives.

 

Last night I was reading the CAR's, and the CAO's after my boob on mandatory carriage of ELT in RA aircraft, and the thought struck me then that we as pilots are expected to learn and retain a hell of a lot about the laws of flying and not just the mechanics of it. Yet we have relatively few accidents causing injury or death.

 

Car drivers, on the other hand, learn a little law at the time they get their licence and many probably never read the road rules again though they go out onto the roads, break the law and even kill themselves with monotonous regularity. You would be surprised how many of them that I attempt to assist in court either "didn't know" or thought the law ought not really apply to them.

 

I think I'm becoming cynical

 

 

With a decent headset, noise should not be an issue. But, a child size of course, that fits properly. MyDaughter takes her one year old to noisy events but has ear muffs (industrial style but pink!) Strangely the one year old doesn't mind them.

My Kelpie, Mandy, also wears earmuffs when she is flying and is very well behaved... but then, she is 11 now.

 

If anyone is interested, the gear is called Mutt Muffs and they do seem to help her cope with the noise of a rag 'n' tube Auster assaulting her very sensitive ears.

 

kaz

 

 

Time for a dumb question. I've gone looking a few times for these 'expected broadcasts as set out in the AIP', but all I can find is reference to the broadcasts around airfields. Can someone please point me to the section in the AIP that deals with broadcasts required above 5000?

There are no dumb questions, only dumb answers.... so I'll have a go :-)

 

There are no specific mandated calls applying to VFR traffic above 5000 in class G but:

 

you must fly at altitudes according to the ICAO cruising altitude rule;

 

monitor the area frequency;

 

establish contact with the relevant FIS if you become aware of IFR traffic that your flight may conflict with; and

 

it is advisable to call them anyway just to let them know what you are doing (type, call sign, position, height, track, intentions)

 

kaz

 

 

Hi John

 

I am truly sorry you have suffered what must have been a very distressing and expensive mechanical failure.

 

I'm a criminal lawyer and believe all my clients are innocent :-)

 

1. The engine life you quote seems inordinately short but I would expect there are a number of factors to take into account. These might include but would not be limited to:

 

2. Was the engine warranted as fit for the purpose to which it was put? eg, Was it an aero engine supplied and used for aviation purposes?

 

3. How old was the engine when it failed? Private operations can mean a very signficiant time lapse in building appreciable hours.

 

4. What evidence exists of the regular servicing to manufacturer's standard? If it was serviced by an independent engineer, for example, the evidence would be harder to refute than if it was serviced by the owner in the absence of independent witnesses.

 

5. How similar are the other instances and how many have failed compared to the total number of engines supplied to the market for the same purpose?

 

6. How good are your assets if you should lose (can you afford to)?

 

7. Are there other disaffected owners who would join with you in a suit (spreads the risk and costs)?

 

8. How good are the assets of the manufacturer if you should win? A victory is pretty hollow if the bank is empty when you try to cash in.

 

9. Be aware that any recovery would take into account depreciation of the original investment due to hours run (you would be unlikely to receive compensation based on new for old, for example).

 

As I said in that previous post, I am not able to provide a legal opinion and the above is is just my own ramblings. it does seem to me that an action in the alternative is possibly a good move to consider - both a Trade Practices suit and a suit in negligence - but talk to an expert.

 

kaz

 

 

Hi John

 

Please pardon my confusion and thanks for the heads-up.

 

I'm frankly surprised that the CAR does not make a reference to the exemptions apparently presently provided by CAO's 95.32 and 95.55.

 

I'm even more suprised that a CAO (administrative direction) can ostensibly provide for an exemption from a requirement set out in a CAR which latter instrument is part of the legislative process of Parliament and therefore should over-ride anything in a CAO. No wonder John Brandon says "over the years, the CARs and CAOs have become somewhat of a mess. Where they are in conflict CARs take precedence over CAOs (and the Act takes precedence over the CARs). CASA believes they are ' ... overly prescriptive, ambiguous, disjointed, too reliant on exemptions, and difficult to interpret, comply with and enforce'."

 

Now I note the RAAus website says:

 

Exemptions common to 95.32 and 95.55 only

 

•Regulation 210. Restriction of advertising of commercial operations; insofar as advertising of flying training to qualify for a pilot standard specified in the RA-Aus Operations Manual is concerned

 

•Regulation 252A. Emergency locator transmitters,

 

Note the exemption to 252A dealing with carriage of emergency locator transmitters will be rescinded.

 

The rescision now seems most likely to arrive when the CASR parts 103 and 149 (the recreational aricraft provisions) are promulgated. And without wishing to pre-empt any inquiry, the situation reported to have existed with the Jab at Anna Creek may well hasten this.

 

But, as I said in my last post, irrespective of the legal requirements, one would hope that any aircraft flying up there any time, and especially in summer, would be carrying both an ELT and water.

 

kaz

 

 

- the CAO's exempt recreational aircraft from the requirement to have EPIRB.

CAR 1988 requirements for ELTs

 

Under subregulation 252A (1) of CAR 1988, the pilot in command of an Australian aircraft that is not an exempted aircraft may begin a flight only if the aircraft is fitted with a working approved ELT, or has an accessible working approved portable ELT.

 

 

 

Under subregulation 252A (7), exempted aircraft means high-capacity regular public transport aircraft, high-capacity charter aircraft, single seat aircraft, turbo-jet powered aircraft, balloons, airships or gliders. High capacity means permitted by the aircraft’s certificate of type approval to have a maximum seating capacity of more than 38 seats or to carry a maximum payload of more than 4 200 kilograms.

 

A Jabiru with RA registration is a 2-seater and I therefore can't see it meets the definition of an exempted aircraft.

 

Under subregulation 252A (2) of CAR 1988, the requirement to have an ELT does not apply if the flight is to take place wholly within a radius of 50 miles from the first take off aerodrome, the flight is an agricultural operation, CASA has given permission for the flight, the aircraft is new and the flight is for a purpose associated with its manufacture, preparation or delivery, the flight is for the purpose of moving the aircraft to a place to have an approved ELT fitted to the aircraft, or to have an approved ELT that is fitted, repaired or overhauled.

 

Anna Plains is a long way from Victoria.

 

Irrespective of the regulated requirements re ELT and survival equipment, anyone setting off over this country at any time of the year, let alone in summer, without ELT and water has a death wish. And death by dehydrtion isn't nice!

 

kaz

 

 

Water (H2O) has a molecular weight of 18

 

Nitrogen (N2) has a MW of 28

 

Oxygen (O2) has a MW of 32

 

Water vapour is invisible and "floats" or rises in air.

 

Clouds are accumulation of minute water droplets or ice crystals - the vapour has condensed or has undergone sublimation.

 

If the drops/crystals aggregate (deposition) they become heavier than air and fall as rain, sleet, snow.

 

kaz

 

(Personal explanation:

 

1. I'm old

 

2. I started my working life as a chemist

 

3. I later became a biologist

 

4. I became a lawyer even later still and remain one

 

5. In between messing about with professions and more study I went farming and ran pastoral properties)