av8vfr

ReD, Gladstone has a Shell pump swipe card operated (same as YCAB) in the GA parking area. You will need an ASIC though cause of RPT.... Matt

If so, he didn't call... Looks like just me and my ipod...

Still no takers... I wanted a flight experience pax as a second pair of eyes, setting radios, etc. so not worried about hrs, just familiarity of aircraft cockpits. ASIC is only if you wanted to stay on the tarmac. Otherwise waiting in the local aero club I imagine. Also if you are RAA, maybe see what CTA / GA is like???

Just wondering if anyone is interested in a RHS flight from Caboolture to Rocky and return tomorrow in a C172RG. Leaving 0800 and returning about 1530. I have to go up & back for work so there may be some time sitting around waiting in Rocky. An ASIC would be an advantage but not essential. I would prefer someone with flight experience. I will cover the cost of the flight. If interested call Matt on 0437 444 221 after 1200 today. First in first served!

Tomo, I did my night VFR in a Piper... I preferred them as I didn't need a ladder to check fuel and low wings are good in ground effect when landing... A steam cockpit is good for the basics, but going forward EFIS is the way to go.... I can't imagine old individual steam gauges will be around much longer... A good EFIS will give you the "big picture" but in a quick, concise way... Nowadays screens are more reliable than the pilots flying them...LOL...

Same as the Ferris Wheel manufacturers........LOL (just jokes..)

You have to climb above your LSALT within 3NM of the runway before you depart from memory. I flew into a storm downdraft (microburst?) at night flying YSGE to YROM in a PA28-151 several years ago... Not nice knowing you were at best climb angle (on instruments) and still 500fpm descending at full power....

Hi Pete, I average about 20 hrs GA per year but have made a new year resolution to do at least 40 hrs this year RA-Aus... At about half the cost, surely I can double the flying??? Unfortunately with weather, January for me was less than 3hrs so now I have to catch up... I have some upcoming flights into CTA so I am considering flying GA for the ease, not just the cost savings... but the fully appointed panel... The Texan I fly doesn't even have a AH for reference if it gets hazy... This is where I find the a limited panel very concerning for cross country flight... AH should be in all touring A/C IMO given how cheap some items are... More ammunition to buy my own A/C I see.... PS: Check out GoFly as Sean has offered... I have heard nothing but good reports... (Edited for clarity)

Depends on local conditions. Carby Heat on makes the mixture rich and can affect performance, more so on a high DA airstrip. For example when descending from altitude you should have carby heat on with low RPM (butterfly closed position) but was taught at 300AGL carby heat off so that full power was available in a go-around...

My understanding of the GA experimental is that only the original builder or a LAME can carry out maintenance / servicings. Of course if it gets rego as a 19- RAA then as a L1 you can carry out the service yourself. Happy to stand corrected tho....

I had a friend that flew MU-2 and he said quote " they were great as long as they never entered icing" They were lucky dudes on this flight.

I had the same waaayyy back in the early 90's.... Flying school had to keep the log book while you were in the student phase... As soon as you were no longer a student, it was yours to administer... I thought it was a CASA thing they were complying with.. Mind you, when I went to Adelaide and Wagga (RAAF), I advised them and they let me take my logbook for my flight training in those locations.. So I see no issues for you seeing how we have advanced with time..

High altitude and rising terrain...very hard to pick S&L when there is no artificial horizon to compare too. ie the ridge lines are not the horizon.. Most RAAus A/C I fly don't have an AH indicator but ASI will be winding back... One lesson I learnt early on was to transit a valley on the RHS so I could do a 180 turn to the left (descend into the valley) if a situation occurred. Of course this all depended on wind and rotors, weather etc. and the screaming of my pax.....(lol)

As a GA pilot and RAA pilot I find that we have to be more than flexible for the situation... For example, as a VFR GA pilot flying an IFR A/C must we then we trust all instruments except fuel gauges?.... "fuel gauges are always wrong" and believe the fuel dip versus burn. "Gauges are only a good indication if you are loosing fuel" I have been told. So we have to be judgemental when picking the instruments we trust when in marginal conditions so it seems... Probably doesn't apply to RAA as we are always VFR.. Just don't like the double standard for "trusting the instruments" and "dont trust the instruments" argument..... PS. Which way is up???? LOL

Hey FGTam, just read you were in SE QLD back in Dec.....PM me next time in town and I will organise a guided tour of the Great South East for your viewing pleasure if you wish.... PS best of luck Shags...

Deleting my history and cookies fixed it... now I have 2 of the same icons on the toolbar for both sites..

Still redirects to this forum for me...(Firefox)

Expanding on what I said earlier, I was taught to have the lights on way before an engine start (approx. 5 mins) (rotating beacon, nav lights..). This allowed fellow aircrew a visual warning of live engines. (even if not running) Also, ground staff had to be aware the engines were live while lights were flashing. (but engines are off) However, this didn't allow for Joe Public as they didn't know about the lights. Nowadays, Joe Public can't venture onto an airfield without an ASIC escort,.. so with the appropriate ASIC escort there should be no randoms on an airfield?? But we all know Joe Public does end up on the field and hence the warning.... a bit old school considering... I am not saying it is wrong but I have never seen anyone near me during a start....

Hi Nev, no disrespect regarding your post. I agree with having your nav/strobe lights on to signal other A/C for a start. But stray persons should not be on an airfield unaccompanied regardless.(clear prop???) All I am saying is that the captain is responsible for the pax from the airfield through to the return...regardless how dumb pax are, and there are some jurassic methods in our ways atm...

A lot of checks are like a robot and hopefully the engine fail checks are the same...automatically carried out without compromise.. Hopefully your brain is in gear long before your "clear prop" call....

Extinct on the RAAF front...some ex-parrots are getting around on the GA register tho... nowadays, trouble is that the people that appreciate the craft don't have the coin to keep it alive... otherwise I'd be happy to crank some TF-30s on a F-111 for the occasional airshow if it was achievable.... I'm sure Dazza would be my RHS...lol

To me seems a bit ridiculous in this day and age. Back when the prop went "live" with ignition, yes a call was made for the hand throw..., but in tricycle gear, seriously the dude would have to be crouching in front of the gear leg not to be seen... However we live in the times that we have to be seen to make the professional yell from the cockpit for "safety". And this is during a time when you need an ASIC just to get through the perimeter gate... WTF??

Ha JJ, I guessed P3 + stoker + Adelaide = Orion black hander or Flt Eng... I did Flt Eng famil back in 1997(??) in the P3, C130 & Caribous, but couldn't see a job secure future with the C130-J (no flteng) and Caribous being shutdown... I suppose the P3s will be the next.. I was Avionics so dont know many A/Techs from P3s.. Cheers:cheers: Matt