Aldo

Lightspeed I'm certainly not suggesting that you forget your dream of building you own aircraft by my following comment and I hope you get to achieve your dream. As I said if you want to fly the best available now aircraft, fly a J 230, composite low maintenance costs, 600kg (certified to 700 factory build and currently VH) the only limiting factor at the moment is the Jab engine (CASA limiting) I have 900 hrs on my engine and yes the maintenance costs are higher but probably only $20/hr. I would love to have 700kg MTOW but even at 600 I'm able to go full fuel (140 litres) my wife and myself (140 kg) baggage (31kg) BEW 339kg. 4+ hours is far too long for me without a pit stop but the extra 100kg would allow more luggage and at 2 miles a minute you can go a long way in a short time. Just depends if you want to fly now or at some time in the future. Aldo

Just buy a Jabiru they have already done this and is Australian made. I have one and it is streets ahead of any of its competitors. Aldo

No just your tax $ paying for it!!

Doc I don't necessarily disagree with you but business is 80% relationships (and in our case that should include members) and 20% covers everything else, the better the relationship the greater the chance of success. Aldo

RAA can't win with you lot, everyone complains when RAA don't include you and then everyone complains when the announcement isn't what each of you individually want the announcement to be. Any time that the regulators and particularly the senior person from that regulatory body can find the time to spend with you is worth every cent. My opinion is that RAA (RPC) will never get CTA approval as there are already two ways to gain that privilege now, if you want to fly CTA (transit or real) get a class 2 medical and do RPL or PPL. An increase in MTOW is a more likely proposition and if this is achieved to include aircraft like the Tomahawk and C152 (which could be registered under either VH or RAA) then RAA may well get the privilege to be able to train to RPL and as such be able to advertise that this is the most economical way to a flying career. Once RAA can train to RPL they may then be given the privilege to issue CTA to those at RPL level. Just my opinion Aldo

Probably wants controlled airspace right to the deck

Rolling pretty much gives you a time, you are able to depart YTWB either straight out, right turn at 500 feet for the training area or normal left turn to depart north or west there are times when a right turn for a western departure is acceptable due to traffic inbound from the west. It is all about listening to the radio calls people make, that's what makes CTAF operations safe. Aldo

I never said any of the above and don't subscribe to it either you need to go back and read what I first said Aldo

I don't agree I would rather know what people are intending to do so I know where I can expect them to be. A lot of people flying don't know where they are a lot of the time and I fly every day so I see plenty of examples. Aldo

Rhys Understand that which is why I said 1500 mts should be sufficient, what happens when you only have 800 to use on a short strip your fully loaded and require 700 take off run if you have never had to do that most people find it pretty daunting. Engine failures are pretty rare. AlsoAlso

What are you flying to need all 1800m? I'm all for using all the runway but with that length I don't think it would be too bad with just having 1500m

Someone needs to go have a quiet chat with their CFI and tell them to grow a brain Aldo

The best practice is to make the required calls and any additional calls as is necessary to ensure traffic separation. A good example of what may be deemed unnecessary by some is my calls departing Toowoomba, YTWB can be quite busy and this is exacerbated by the surrounding airspace (Oakey and Amberly) and Wellcamp airport funnelling traffic through a rather small corridor when departing or arriving from the west as well as aircraft returning from the training area to the south mad joining crosswind. ABC enters and rolls runway 11 for a left turn and overhead departure then tracking to intercept 274 for Lugdo. Departure call is then ABC departed overhead time 20 tracking to intercept 274 climbing to 6500 passing 3600, Lugdo at 26. This allows all aircraft to know my exact intentions. Aldo

Their company policy is not able to be imposed on anyone else, just taxi out with them as you have always done. Their students may not be allowed to taxi out behind you but nothing stopping you taxing out behind them. Aldo

Geoff Take a look at either Command Flight Planner or Champagne Flight Planning both are very good and not expensive to buy or continue yearly subscriptions both come with the standard updates every three months. I have used Command for the last 5 or 6 years and find it very good Aldo

David Thank you I appreciate the response. I will contact you by PM to discuss. Regards Allan

Glad you had a good experience Dazza, last time I was there I found those that were there (apart from one person) to be extremely rude, arrogant and totally inhospitable. I wouldn't p1ss on them if they were on fire. Aldo

Pearo Good to see that you are happy to discuss mistakes, I also think it helps with learning. What I don't understand is why you would only carry minimum (or close to it) fuel if you are not restricted by weight. If I'm not weight restricted it is full fuel every time. Remember the following. The three most useless things in aviation 1. Runway behind you 2. Altitude above you 3. Fuel in the bowser. Aldo

Ada Ask the bloody instructor that's what they are there for, if they are any good they will not sign you off on a new type until you have it right. Aldo

Ada Ask the bloody instructor that's what they are there for, if they are any good they will not sign you off on a new type until you have it right. Aldo

Re-posted from where I had it yesterday The trouble with over educated people is they over complicate things, I have seriously intelligent engineers work for me but have to teach them what to do to get the results I need, if I left them to their own devices all I would have is 10,000 pages of calculations and nothing I could sell to anyone. Ada Just listen to what your instructors tell you, follow the rules and listen to good information passed on by people with lots of experience and you will have a long and enjoyable flying career/hobby. You don't need to know the in's and out's of a rats backside to be a very competent and capable pilot. By all means if aerodynamics is what turns your crank go study it to your hearts content but stick time will count ten fold when the noise up the front stops. Aldo

Re-posted from where I had it yesterday The trouble with over educated people is they over complicate things, I have seriously intelligent engineers work for me but have to teach them what to do to get the results I need, if I left them to their own devices all I would have is 10,000 pages of calculations and nothing I could sell to anyone. Ada Just listen to what your instructors tell you, follow the rules and listen to good information passed on by people with lots of experience and you will have a long and enjoyable flying career/hobby. You don't need to know the in's and out's of a rats backside to be a very competent and capable pilot. By all means if aerodynamics is what turns your crank go study it to your hearts content but stick time will count ten fold when the noise up the front stops. Aldo

Sorry all posted in the wrong thread, can't be very bright. Aldo

The trouble with over educated people is they over complicate things, I have seriously intelligent engineers work for me but have to teach them what to do to get the results I need, if I left them to their own devices all I would have is 10,000 pages of calculations and nothing I could sell to anyone. Ada Just listen to what your instructors tell you, follow the rules and listen to good information passed on by people with lots of experience and you will have a long and enjoyable flying career/hobby. You don't need to know the in's and out's of a rats backside to be a very competent and capable pilot. By all means if aerodynamics is what turns your crank go study it to your hearts content but stick time will count ten fold when the noise up the front stops. Aldo

I was taught oval circuits when I learnt to fly (by a pom - excellent instructor with lots of years & hours) if you are the correct distance from the runway centreline on downwind and approx 1 NM downwind of the threshold roll into a rate 1 turn (3 deg per sec, bank angle = IAS/10+ (1/2 of ans) 5 e.g 100/10 = 10+5 = 15) at a rate of descent of 500 fpm and you will roll out on final every time 1 NM from the threshold. Example for most aircraft in rec flying must allow for xwinds as normal. Initial Approach speed 75 kts Radius of turn = TAS/Rate x 0.016 = 75/3 x .016 = 0.4 (approx 1/2 mile) so you should commence your turn approx 1 mile from the centre line and 1 mile downwind (approx 45 deg) of the threshold at approx 11 deg of bank angle and RoD 500 fpm, if flown accurately you will roll out 1 mile and 500 feet from the threshold. As always flying VFR is a series of visual cues and practice, those cues come both inside and outside the cockpit. Aldo