IanR

Kaz, Have been catching up on all this discussion. I agree that if used properly with good pilots it is great - only concern I sometimes have is that there are good and bad pilots out there. I fly at Camden which is controlled - and people still manage to regularly mess up !! I have copied in the VFR guide mention of UNICOMs for reference - the highlighted part must be the most important. UNICOM (Universal Communications) is a non-ATS communications service provided on the CTAF to enhance the value of information normally available about a noncontrolled aerodrome. The primary purpose of the frequency used for UNICOM where the frequency is the CTAF is for pilots to be able to exchange relevant traffic information. Services available from a UNICOM should be considered as secondary and must not detract from the interchange of traffic information between pilots. Persons providing a Unicom service are required to be licensed by the Australian Communication Authority (ACA). Detailed information regarding the licensing and use of equipment may be obtained by contacting the ACA in the appropriate State or Territory capital city Participation in Unicom services relates to the exchange of messages concerning: • fuel requirements; • estimated times of arrival and departure; • aerodrome information; • maintenance and servicing of aircraft including the ordering of parts and materials urgently required; • passenger requirements; • unscheduled landings to be made by aircraft; and • general weather reports; • basic information on traffic. This information is available to all aircraft during the times that Unicom is operating. Weather reports, other than simple factual statements about the weather, may not be provided by Unicom operators unless they are properly authorised to make weather observations under CAR 120. The Unicom operator is solely responsible for the accuracy of any information passed to an aircraft, while the use of information obtained from a Unicom is at the discretion of the pilot in command. Unicom operators must comply with the requirement of CAR 83 (2).

Mazda, just saw this post - formation is fun whatever you fly !! Have been doing it for many years and never stop enjoying it. Am planning a Sydney Harbour formation at the moment with a motorised glider, C152 and 3 C172 - that will be interesting.

Ozzie, sounds horrible - hope the houses are above the "water line" !!. I am not actually seriously contemplating that type of sea change - although we do talk about investing in a charter business there sometimes. Went close a few years ago when one of the classic schooners was for sale up there with its business. I agree that bareboat would be a bit risky !

Wow - that Whitsundays one looks good - one of those houses on the airpark and a yacht charter company in Airlie Beach - thats a lifestyle change I could handle.

One of our forum members on his Harley - he can identify himself !!

Bob Hoover did a demonstration once where he had a group of people in his Aero Commander, commenced a barrel roll (1G) and proceeded to poor a glass of water from a jug - the water never wavered. Exactly what the string and ball would do as well. When we were first learning IFR I remember the instructor getting me to close my eyes, wait a few minutes, then tell him what the aircraft was doing - trust me your senses can't keep track.

Mike, I don't think you are sticking your neck out. Lack of planning and a push on regardless attitude has caused so many accidents from inadvertent entry to IMC. IMC doesn't know whether you were inadvertent or deliberate upon entry - it will still treat you the same way !! Agree completely about the "current" word as well. That is why I let my instrument rating lapse a few years back - I was no longer flying regularly IFR so considered it dangerous. However I miss it and am just about to get it current again.

I wouldn't say easy !! I have had it happen once flying a C172 out near Broken Hill. I was descending through very turbulent cloud and had a total vac pump failure. I don't know if you have ever looked at the old turn and bank indicators that were fitted to Cessnas but in turbulence they are not well damped (to say the least) and give you no real idea. I was lucky that I was tracking to an NDB and I used that in conjunction with ASI, compass and anything else to keep situational awareness. Nev has it spot on in his append - and yes I was thinking what the hell am I doing here. Since then I have not flown IFR in anything that does not have a backup vac source, or as a minimum very good T&B !!

I seem to remember some tests were done about 15 years ago in the US where they put VFR pilots in a simulator and removed all reference although they did have full panel. The idea was to measure how long they could fly in those conditions. While I don't remember the exact number it was a matter of less than a minute on average before loss of control. At the time there was no requirement for basic IF training for VFR pilots there. Things may be a bit different now with people using computer game simulators, etc but I think that answers your question. Basic VFR panel is almost useless - ask any IFR pilot who has lost vacuum pump in IF conditions !

Ian, looking at the specs on their website it has a MTOW of only 450KG - hardly even a 1 seater ? From your first post I gather it will be built to cope with higher MTOW ?

Any time you unexpectedly lose horizon it can mean very high workload !! I remember a trip back from Avalon airshow one night - when I was very current IFR. We departed and were in cloud for about half the way back to Bankstown and then flew into beautiful night VFR conditions. I really stopped flying IFR at that point. A while later we ended up with a very high cloud cover and very low level as well - we were in between. We totally lost any sense of horizon even though in perfectly clear air. I had to concentrate on going back to IFR flying. It got me thinking at the time that a VFR pilot could very easily get caught in such a situation without the experience to be able to handle it. Wrote an article for a mag at the time. The same would be the case for the rain over water - done that many times although have always been IFR so not such a problem - but agree that you can lose all situational awareness if not careful.

I am going to Philip Island on my way back from Tassie

For those of you in Tasmania who are also into motorcycles there is a rally on next week that may be worth a look - National Veteran Rally - all 1918 or earlier !! Should be between 80 and 100 bikes there - based Ulverstone.

At Birdsville you can park across the road from the pub ! Wagga used to have a hamburger shop - not sure if its still there at the terminal

I am booked to fly a Yak at Camden on the 9th - right in the middle of things. They submit their plans 24 hours in advance and get approvals by flight - I presume transponder is probably mandatory though.

When I grew up in Cronulla, anything west of Caringbah was pretty far out !! The Shire is/was an interesting place.

Here are some photos as promised. Didn't come out that well unfortunately [ATTACH]3213.vB[/ATTACH][ATTACH]3214.vB[/ATTACH][ATTACH]3215.vB[/ATTACH][ATTACH]3216.vB[/ATTACH] [ATTACH]3217.vB[/ATTACH][ATTACH]3218.vB[/ATTACH][ATTACH]3219.vB[/ATTACH][ATTACH]3220.vB[/ATTACH] [ATTACH]3222.vB[/ATTACH][ATTACH]3221.vB[/ATTACH][ATTACH]3223.vB[/ATTACH]

Pics will follow in the next day or so. There were no real issues with hiring the aircraft as I took an instructor with me. I didn't have anything there as I had not expected to be able to fly. What they did want was two forms of photo ID for security purposes. I did have a computer version of my logbook but they didn't look at it. The aircraft hire was significantly cheaper than here - $150 US for a C182 plus I had to pay for the instructor - even including that cost was cheaper than the usual private hire rate here !! Not sure of the rules for RA licences flying overseas but my understanding is that my Australian PPL automatically gives me the same privileges on a US licence if I wanted to apply for one. I think you apply for a licence, do a US medical, a flight review (not sure about theory) and off you go.

I was in Colorado a week or so ago for work and had a morning free before flying home. Decided to go to the local airport at Longmont and rent a plane which I have never done overseas before. Had to take an instructor as I do not have a US licence. Quite an interesting flight - we spent a bit over an hour cruising through the edge of the Rockies. Flying at 10,000 ft and seeing mountains 4,000 feet above you is quite something !! Airport elevation was just over 5,000 feet which makes things interesting as well - longer takeoff roll and significantly faster ground speed on landing. A passenger I took up will be sending me some photos which I will post when they arrive.

They have a website with details http://www.hinet.net.au/~bdac/

Its a bit more of an issue when the plane only has two seats !! In GA most four seaters make excellent two seat touring aircraft !!

We only had about 70 mm next door to The Oaks - and no strong winds !

The light aircraft lane from bankstown to Pittwater is not too bad - gliding distance of the freeway. You could then track coastal - no need for lifejackets as you can stay within gliding distance of the shore. Williamstown should be deactivated on weekends but if not the coastal route is spectacular and you can stay close to the shore. Victor 1 needs lifejackets because you have to straight line in a few places.

Just saw a CT4 turn base for The Oaks over our place - presume same one ?

Thanks for the list