ben87r

36 is doable with enough finances (lots) but the wife and kids mate it difficult. Realistically rules out GA and makes instructing the way to go, and it’s a hard long road but if you are dead set on doing it, currently it’s a good time to be a (qualified, experienced) pilot, and doesn’t look like it is going to change in the short term. Quite feasible to get an airline job with 1500 hours or less at the moment.

There is a Jab that flys out of Derby (literally up the road by Kimberley standards!) couldn’t tell you if it’s private or hire, apart from that you’re out of luck.

Personal insults on the internet usually come from the lower end of the spectrum Aldo and don’t help support you point, which is at best rubbish.

There’s absolutely no way that night flying is as easy as day flying, that’s just dribble.

All very true but that will be OCTA and with only traffic advice, not separation.

A flow and a checklist negates the ‘need’ for a Mnemonic. Back in training we had a CAMOFDBUMFLUFF type of thing. If something needed to be done outside of that we had no SA to recognise it. Would highly advocate for not using one now.

You wouldn’t get me in a single again at night for quids, but I’ve done it, on the best and worst of nights. You would find a NVFR C152 easy enough, and not dissimilar price?

Ben...RPT or Charter? Yenn If your fellow pilot is confused now, how will he be with more changes and. 20 NM radius CTAF? Kaz RPT

That does sound like a royal pain but from my side I’m just trying not to fly a passenger aircraft into another in IMC :). Spend a bit of time at the ‘busy’ FNQ CTAF on a bad WX day and you’ll see what I mean. Also if they were to do it correctly with descent steps at you altitudes outside of the CTAF you would be OCTA. RPT doesn’t have 2 pilots, above 5700 does. There’s a lot of single pilot RPT going around. Not that it changes a lot, we’re usually capable of monitoring two frequencies. I don’t want to see any equipment changes from the current but class E surrounding the RNAV approaches at the busier ‘joints’ would be appropriate.

I think CASA have missed an opportunity here to extend the CTAF broadcast area project that has been used elsewhere with good results. Multi to busy then set a broadcast area to break it up.

Kaz Im assuming the you fly VFR? If so could I ask what you reservation to E being lowered is? Genuinely interested. The main reason I support it is for approach separation in IMC

Well it wouldn't be aviation if we all agreed all the time, what we we be able to drink beer over! I wasn't suggesting that it can't, just that mine didn't. I do believe in starting In GA if that's what's planned, but if like me you start RA not knowing how far you will end up, it's not waisted experience, just doesn't necessarily fit what you're training towards at the time. I should add that I ended up doing the 150hr course which the hours couldn't be used for, but either way they weren't happy to count them for me. My RA hours got me over the 'golden' 200hr mark which may have helped getting a job, who knows.

There is usually an amount of comment from some experienced folk about the training standards between RA and GA, without re reading this thread this may have been one. I’ll usually say that if you want to fly GA PPL or above then go directly to GA. NONE of my RA flight time contributed to my CPL and realistically nor should it have. PPL standard, whilst still quite low is a reasonable step up from RA.

I’ll take a twin turbofan RV10 thanks!

Yep direct entry or, basically "qualified" as in you meet the minimum requirements. Cathay as an example has a few different levels of entry ranging from zero hour to direct entry. Atpl subjects can be sat anytime after completing CPL subjects. Off the top of my head you need 1500tt 700pic 100 night 75 instrument and possibly some other stuff I've forgotten. Only the pic (captain) needs an ATP and you can be an FO without subjects.

80k as a first year QL cadet FO? That's going to P off a lot of the DE guys.

Really? Apart from being easy and simple it also a requirement..

This is a non event, it’s just going back to what everyone has been doing anyways. No one is suggesting you don’t transmit in centre in a critical situation. This is mandating exactly how it was before the previous change and how everyone has been operating already. It’s ops normal.

Or, less radio calls ;).

If you have dual comms the change is only which frequency you broadcast on not what you monitor.

We now have some information, very sad indeed. Investigation: AO-2017-102 - In-flight breakup involving Cessna 210, VH-HWY, 22 km E of Darwin Airport, Northern Territory, on 23 October 2017

Realy? Three quarters of an hour for a daily? Not defending Cairns Airport in the slightest, but, you would be able to come to an agreement with the operator, as mentioned by JW it’s only for the ‘peak’ period and private (rec) ops only. If theAircraft is registered to a company, problem solved from my experience

Don’t know if I’ve seen pilot in command (PIC can be in the bunk and still in command) but definitely a pilot. Current type says that if flown single pilot it must be flown from the left.

Handcuffs don’t count Bex, unless you could get an EO?

I’m not suggesting any, I’m not familiar with them, was just pointing out that some aircraft can’t. Each AC would need to be taken on its own merit obviously with the ability to conduct EP’s etc.