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.

I'm not even going to bother with Ben87's dribble, the 87 is probably the year in which he was born, still wet behind the ears, I have children that old.

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

Then you clearly won't have problems with VFR traffic and you will be talking to Area/Radar or on the CTAF...or both.Kaz

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?

There’s a lot of single pilot RPT going around. Not that it changes a lot, we’re usually capable of monitoring two frequencies.

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

 

If it’s me you’re asking consider1 Vfr with no electrical system and no instruments - I have 1 switch to turn the engine on/off.

2 altimeter strapped on left wrist

 

3 hand held radio strapped to left leg

 

4 it’s weight shift so both hands in gloves and are on the bar at take off and throughout landing.

 

5 changing frequency is a right royal pain in the ar$e

 

6 the RPT into Armidale is nowhere near me poitling around the top of the mountains.

 

I’m familiar with flying in very busy and conjested airspace around London and SE England -France and the airspace being reserved and gobbled up “in the name of safety” is in my opinion excessive for need.

 

Demonstrate the current need for this without using bigger is better as a philosophy and I’d be interested.

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 have two pilots...one to twiddle knobs...so I doubt it causes great difficulty for them. Having the gliders and lighties operating outside the current AFRU, and the RPT and military and all the other traffic within it on one frequency seems to me to compounding a problem, not resolving it.Kaz

Yes Ben...the thin edge of the wedge. Lower Class E and mandate ADSB for VFR using it.Have a look at the discussion paper out now and consider the exclusions already decided regarding equipment options. Remember right back,at the beginning how the extraordinary savings to ASA were to be used to subsidise the cost of implementation. Think about the political clout of "safety" no matter how irrational and you might then understand why those of us who fly for fun might be worried.

 

Kaz

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

I don’t entirely agree with you on this one Ben which is pretty rare, I generally see eye to eye with you.RA can and quite often does count towards GA flight time for issue of a CPL, although only certain parts of it count. As for how big a step up the transition from RA to GA is, I think that depends on where you did your training. My biggest criticism of RA is the standard is just so variable. Some people are trained to a point I argue doesn’t even meet the RA competency standards, some are trained every bit as well as their GA counterparts (particularly at dual GA/RA schools). At the end of the day, CPL is competency based. The hours stated are minimums, some people will get the qualification near the minimums, others will take a lot more.

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.

Getting out the map to work out what area frequency is is usually the last thing one remembers. Just because something is done in the calm doesn't mean that it is a good idea when one is desperate.

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

45min drive? Seems hardly worth the discussion. It may be a 5min drive but how long does it take him to do a daily every day? 30-45 minutes for me each time I go flying.

Landing fees at Cairns airport will soon change his mind, I believe they are north of $300

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.

? - don't all double beds have restraints?

Hi ben87r - that sounds like a challenge? - Which RAA two seats are you saying cant be flown from the right hand side? - I have flown many factory build and had no problem?