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Aldo

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Posts posted by Aldo

  1. I would probably be accused of making more calls than necessary by some of the experts here, but I make them so that others are aware of what I'm doing. One of my big bugbears is incorrect position reports particularly from converging traffic approaching airports I've seen them as far as 5 miles different to where they say they are this is very dangerous because if I hear a call from someone saying they are in one place which will be no conflict to me I'm no longer concerned with that aircraft. The calls and reasons I make them are below.

     

    Entering

     

    Traffic xxx, ABC enters and rolls runway 11 for a left turn, departing overhead, tracking to intercept 274, climbing to 6500, xxx.

     

    This lets traffic in the vicinity of the airfield know exactly what my intentions are.

     

    Departing (this call on both CTAF and Area)

     

    CTAF - Traffic xxx, ABC departed overhead time 25, established outbound 274, climbing 6500 passing 3500 xxx

     

    Area - All stations xxx, ABC departed overhead time 25, established outbound 274, climbing 6500 passing 3500, yyy at 40, if centre don't do it automatically (and they often do) request the current area QNH.

     

    This lets traffic (CTAF) further out (but inbound) know what my intentions are (they may not have been on CTAF at the time of my entering call) and my current location as we maybe conflicting through various levels.

     

    Area call lets transiting and inbound aircraft (possibly not on CTAF at that time) know my intentions and current location.

     

    Inbound

     

    Area - All stations xxx, ABC is 30 GPS to the west inbound on descent left 9500 tracking for a 5 mile final RW 11, 5 mile position time 15

     

    CTAF - Traffic xxx, ABC is 30 GPS to the west inbound on descent left 9500 tracking for a 5 mile final RW 11, 5 mile position time 15, xxx

     

    CTAF - Traffic xxx ABC is 10 miles to the west inbound for xxx, passing 4500, tracking for a 5 mile final RW 11, xxx

     

    CTAF - Traffic xxx, ABC established 3 mile final RW 11

     

    All pretty simple really, doesn't take up enormous air time and no one is under any illusions as to what my intentions are, the key is knowing what you are going to say before you key the mike.

     

    Aldo

     

     

    • Agree 1
  2. The most useless call that's appeared in recent years would be "clear of runway". Why make this call?

    Roundy

     

    Because if you are in Toowoomba you are not able to see if the aircraft is clear due to the hump in the middle. Just because it's not in a CAP doesn't mean it's not useful.

     

    Make whatever radio calls you think necessary to maintain separation, it's too late once you run into someone, like the 3 dead on final in another post.

     

    Aldo

     

     

  3. I was told by a friend who spoke to the owner of the aircraft pilot was on his first solo cross country trip ,pilot bit short on final and at full flaps applying power to reach the thresh hold plane pitched up and stalled dropped a wing rolled over .

     

    If this was correct there might be an explanation

    If this was really the reason what the hell was he doing flying solo, if you are not able to a missed approach with full flap stay the hell away from aeroplanes. I wouldn't want to be the CFI/instructor that signed him off as competent.

     

    Aldo

     

     

  4. Hey Bob yes it is sad to see this especially as we have been going well. I hope everything is well with you, all is good up here and we have just added a 206 Jet Ranger Helo to the fleet. Selwyn picked it up about 3 weeks ago and currently has about 35 hours training under his belt so another few weeks and he should be off on his own.

     

    Allan

     

     

    • Helpful 1
  5. RAAus's position on giving out members' details is driven by the collective wishes of the members

    Tony

     

    It won't matter what the collective wishes of the members are if they have no airfields (apart from private ones) to land at, there won't be any members if we are not able to land where we want to.

     

    In saying the above I do understand RAA's position and it is up to the individual members to provide their details to Avdata, in my opinion if you are not able to afford landing fees you are not able to afford to fly.

     

    Allan

     

     

    • Agree 4
  6. I reservedly agree, not knowing the specifics, the more landing areas the betterI thought there was a rule saying you can land in most places...providing CAR 92 was met..not sure on how or if that's changed since i read it

    Zoos

     

    As far as I'm aware it the area is suitable you can use it to land but council permission must be obtained. I may be wrong though.

     

    Aldo

     

     

  7. It was with dismay last night when doing a plan to fly to Archerfield (had to be there by 0800) that I noticed a new item on the NOTAMS which directed me to note 6 in the remarks section of the ERSA.

     

    In the most up to date version (OzRunways) note 6 states that all non VH registered (RA registered) require permission to land at Archerfield, new to me as I had only been there in my Jab 2 weeks earlier.

     

    Following calls to the briefing office (knew nothing about it even stating he had not seen anything like it in the 7 years he had worked at the briefing office), the ARO (no answer), I imagined it was probably something to do with landing fees. As Avdata have my details I went ahead and planned the flight and submitted a flight plan with no problems.

     

    Early this morning I rang the ARO again to ascertain the requirements of the PPR requirement, he knew nothing about it but suspected it was about landing fees.

     

    I have since found out that it is about landing fees and as RAA will not give out contact details for members so that Avdata are able to send a bill to the appropriate person this is the way airport operators are going to go about it. Give us your details or you don't have permission to land

     

    If one place is doing this it will not be long before all airports require PPR for recreational aviation aircraft.

     

    I have no issue with this as Avdata have had my details for several years and I pay landing and parking fees.

     

    Interesting times ahead. Time for RAA to play the game or risk members not having access to airports.

     

    Aldo

     

     

    • Agree 5
  8. Possibly cheaper and more convenient for a businessman than using the airport...One of Queensland's richest men, Neill Wagner, has been handed a $1,000 fine for landing his helicopter in a Brisbane park.

     

    Businessman fined $1,000 for landing helicopter in Brisbane park

    Zoos

     

    The following comment is not directed at you.

     

    Who cares if he lands his chopper in a park it is a council issue not a CASA issue, for me it promotes aviation. Isn't that what we are all supposed to be doing not playing the cutting down the tall poppy.

     

    If Wagners have the money good for them it is up to the rest of us to catch up, not knock them down (to our level). The unenviable side of Australians.

     

    Aldo

     

     

    • Agree 9
  9. Tara is pretty good, 330 days a year fine weather, 1 hr 10 min to Brisbane (AF), 1 hr 20 min gold coast, 1 hr 15 min Caloundra (Sunny coast), 1 hr 30 min Bundaberg, 1 hr 40 min Fraser Island, 3 hr 40 min Airlie Beach, 4 hrs 20 min Sydney (not sure why you would want to go there though)

     

    Private airstrip, no fees, with hangers, 1 km of the black stuff and 1 km black soil.

     

    Wouldn't be anywhere else

     

    Aldo

     

     

  10. Maybe if we had NBN it would have worked better LOL. I am 8 klms from the centre of Brisbane and am relying on Wireless Home Broadband with a download speed of less 3 bps, because we cannot get ADSL2 or NBN.What a frigging joke. Just wait till the pricks send out the fine.

    Geoff

     

    I live 370 km from the centre of Brisbane but yes I do have ADSL2 we will never get NBN as it is not being made available to us. If you wait until the fine gets sent you will have to pay as you are able to fill out the manual form that was delivered to you household with the envelope to mail back. I would not suggest trying to fight the fine as you have two ways to complete the forms.

     

    Aldo

     

     

  11. I would fill it in, but predictably I continually fail to get in to the site as the system cannot handle the load and they are too cheapskate to buy a system capable of handling millions of concurrent users....

    Neil

     

    Interesting that I logged in at 7.30 this evening and straight through no glitches at all, my opinion very well done to the ABS.

     

    Aldo

     

     

  12. Does anyone else not run them between 2100 and 2700 rpm? Just curious.

    Reggie

    I run mine full noise from take off run to top of climb (mostly somewhere above 5000) then 2900-2950 during cruise (lower than that sees an increase in CHT's), 2850-2900 on descent back to 1800 at the end of downwind or at 3 miles if on a straight in approach maintain 1800 through until pulling back to idle in the flare or just prior.

     

    I have 1100 hrs and counting on mine (doesn't mean it won't stop tomorrow though).

     

    I can't imagine why you would want to run in the 2100-2700 rev range.

     

    Aldo

     

     

    • Agree 2
  13. I've always had the opinion that it was a quite deliberate act by one of the pilots. You can't get a big modern jet to change course like that and fly for hours without very deliberate pilot intervention.

    Dutch

     

    You have a much more in depth knowledge of the systems on board large modern passenger jets than I ever will (I have a couple of theories but am not prepared to air them on a public forum due to my lack of knowledge of those systems), my question is why would you want to take seven (7) hours to commit suicide, just to be sure that is what you wanted to do, obviously there comes a PNR and you can't change your mind after that? Still too many questions - hope they eventually find the flight data recorders.

     

    Aldo

     

     

  14. I have just finished reading the resumes of all ten (10) candidates and can only say that I'm less than impressed.

     

    Engineers that claim to have good communication skills - fly's directly in the face of 30 years of past experience with engineers and I employ several.

     

    Eugene Reid claims in his resume to have been the one to employ Lee Ungerman - I would vote for the guy/girl who sacked him and I would also vote for the guy/girl who sacks him from his current position - looks after sport aviation with CASA what a joke following the past 18 month debacle with Jabiru - my opinion he provides no benefit to sports aviation and as such the person who employed him is in the same league.

     

    Trevor Bange - know his practical knowledge and application of that knowledge within the aviation industry - gets my vote

     

    Tony King - as above - gets my vote

     

    Scott Bretland - reads ok, good solid background a bit more digging around to find out who he is - probably gets my vote

     

    Others - underground coal mining engineers/safety/lawyers/accountants - you will need a weeks worth of paper work before you start your aircraft let alone fly it - no vote here.

     

    Fun times ahead, I would be happy to go with these three and the three we currently have.

     

    Aldo

     

     

    • Agree 3
  15. I attended the spin training session organised by Trevor Bange today at Clifton, the training was conducted by Don Mitchell. The event was very well organised as I have previously done spinning during my training (back in the 80's) and a couple of sessions since I found the refressher to be very good. Procedures completed were as follows.

     

    • Straight and level stalls both clean and full flap
       
       
    • Incipient spins and recovery
       
       
    • Fully developed spins (2 turns) and recovery
       
       
    • Head in your lap, eyes closed unusual attitude including spinning (2 turns) open eyes head up and recovery
       
       
    • Loops
       
       
    • Barrel rolls
       
       
    • And to finish off a simulated engine failure 4 miles from the field, slide slipping and glide approach.
       
       

     

     

    Trevor runs a very slick operation at Clifton and I would recommend this training or as in my case a refressher to all. The entire training cost me $200.

     

    Trevor had also arranged a flyin to Wellcamp as an RA PR exercise 30 plus aircraft participated which went very smoothly from all reports. All in all a very good day.

     

    Don was also able to endorse my part 61 licence with spinning.

     

    Regards

     

    Aldo

     

     

    • Like 3
  16. Aldo I am consumed with envy! You are living MY dream!

    Grandy

     

    Yes but I just wish it was that much per week travelling round Australia but work gets in the way and the fairies don't pay the bills. But flying to work and back everyday allows me to enjoy my flying and get paid as well.

     

    Aldo

     

     

  17. Noise generation is a serious problem for GA certification, because GA has recognised the 'social consequences' of noisy aircraft. In the certification tests for the Sunbird Seeker, for instance, it was the noise profile ( more prop noise than engine noise!) that determined the climb-out allowable maximum revs.

    Yes and these are the issues for the likes of the 210 and 206's

     

    Allan

     

     

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