Aldo

Jabba From what I can find AIP ENR 1.7-2.1.2 (sorry for the reference) says the following For all operations at or below the transition layer (in the altimeter setting region) the altimeter reference seething will be (a) the current local QNH of a station along the route within within 100nm of the aircraft or, (b) the current area forecast QNH if the current local QNH is not known. Also fig 1 shows what subscale you should be on at each phase of the flight. Therefore by deduction if you were to to announce your height if would then be AMSL as you are reading your height from the altimeter. I do understand your situation though as I have the same problem here (although they are mostly below 200 feet so well out of my way - try to school them on the dangers of that and you will get a mouthful also) and also some of the local pilots refuse to monitor either the local CTAF or area frequencies but are instead on the chat channel 123.45 If you say anything you are the worst person in the world so short or reporting them I just give up trying to educate them and monitor all three Aldo

Turbs If I remember correctly you are deemed to be out of the circuit once you reach 1500 AGL or at 3 miles whichever is soonest and you must be established on your outbound track by 5 miles. Aldo

CAVOK Might pay to listen to what Howard has to say he has over 30 years experience and a hundred different aircraft types and what he said is correct Aldo

Pretty sure he asked for the RA one, I don't think it is as good as the GA one either but not what he asked for

Here is the old one if you want it Aldo Maintenance-Form.pdf Maintenance-Form.pdf Maintenance-Form.pdf

Sorry Frank but I have already voted Aldo

Pretty easy really, if you stuff it up the oil light came on (precautionary), if you don't stuff it up keep using it until the oil light comes on!! Probably now comes under the thread drift rules Aldo

FT you need to compare apples with apples, the cost of driving a car in Aust is probably double what it is in the US also No I doubt it but renting a plane is not expensive in comparison to driving. Aldo

You obviously have very little knowledge of business or business travel cost by car, we should be applauding people like Barnaby/Bronwyn/Bill Shorten (if you like) for using private air travel, it allows them to accomplish more things in one day and therefore be more productive/cost effective. The single biggest problem for general aviation (and I include all light aircraft in that statement RA included) is that the general public perceive it to be for the filthy rich only, Australia due to its size should be one place in the world that every second person should have a pilots licence and utilise air travel as it should be. Comments like this detract from aviation not enhance it. Aldo

Frank I fly into Toowoomba every day and you no longer need an ASIC or VIC, that requirement was removed when Skytrans finished operating into Toowoomba about 18 months ago, the aerodrome operator still maintains it like a security controlled airport with fences, gates and codes etc. Aldo

Yeah no worries mate, don't disagree with some of what you say, just not the way I would do it, but a long time since I learned to fly. Our navs went into Brisbane every time and we were full reporting every flight (same as IFR these days) so we were very familiar with the procedures different times. I must have been typing when you posted your last message. Aldo

Ryan Plan 5500 that way ATC know early (when your plan is submitted) that you want a clearance (apart from the fact that you have planned CG), request your clearance before you taxi at AF they may not give it to you due traffic inbound to Brisbane, if not request flight following at that time if you get flight following they (ATC) will give you a code which you will carry all the way, this will not be a clearance to enter controlled airspace (you will have to remain at 3500, I think that is the control step for that route) but you will get traffic separation (from IFR) and get told when to change frequencies you may also get told to contact centre on 119.5 for clearance but if not as soon as you get handed over to 119.5 request your clearance "Brisbane Centre, ABC, 25 miles north of Gold Coast maintaining 3500 request clearance as per flight planned track amended 3500 (your plan says 5500), you will get instructions from there, read back any changes to you flight plan such as altitudes, track changes and holding if required. CTA/CTR is easy they tell you what to do, you just have to do it and they keep you separated from all traffic. Hope the flight goes well. Allan

Rdarby What you need to do is all in the ERSA both YBAF and YBCG If it was me and the weather allowed I would plan AF/Q1/CG 5500 (get me out of all the other low traffic) will put you in controlled airspace, contact BNE centre (125.7) prior to taxi and request the clearance and code (if you get that happy days as they will tell you the rest), if they won't give you a clearance request flight following they should give you that, you will then have a code (may tell you to remain OCTA) in which case you would have to request the clearance at some time prior to CG CTA on BN Ctr 119.5. Get the ATIS for CG by phone 5599 5910 to give you a heads up as to what to expect when you get there. If you still are not sure ring the tower at CG and ask them for some additional info. Aldo

FT I wouldn't see any need for him to do that, it makes perfect sense for the DAS to have as good an overall view of aviation as he/she can and not be constrained to any one particular area. This way they are able to apply a set of guidelines/rules that can fit all areas of aviation as best as is possible. Don't get me wrong though I'm not saying this will happen anytime soon but we have to start somewhere and Mark Skidmore may just be the person to do that, in my opinion the best in the last 30 years anyway. Aldo

Ozbear Believe me once AvData have your details you will be paying landing fees, if you fly somewhere often enough that has AvData they will eventually get your details. It is as simple as the local council rep asking someone on the airfield, hey who owns the Foxbat over there, from there it's done and dusted and you can never escape. Apart from that I pay landing fees for my RA registered aircraft (and happy to do so) so why shouldn't everyone else, you are using the infrastructure and it costs money to operate that infrastructure, or are you one of the majority of Australians these days who think everything should be provided free of charge? Aldo

Rhys I don't have an issue with RA-Aus, my surprise was with the person that reported it, who certainly didn't witness anything, I could have a VH rego displayed and be flying my Jab and no-one would be any the wiser. The rego display on Oz Runways has no bearing on anything and that was what the report was based on, now if it was an ADSB readout that is an entirely different scenario altogether. Oz Runways is a great tool and I think the rego display is a good part of that tool but if this is what is going to happen most people will turn off the traffic display which will render it useless. There are numerous times when you observe conflicting traffic on Oz Runways call up the rego that is displayed and get a response as to their intentions Aldo

I was out doing some night recency flying a couple of weeks ago (with my Ipad which incidentally had my RA rego displayed). The following morning I get a phone call from RAAus asking if I was flying at night in Brisbane FIR and active Oakey CTA I said I was and why was that an issue. Ans. We have an email report including screenshot of OZ Runways showing you (19-4203) flying at night in the Brisbane FIR and Oakey CTA in your Jabiru, I'm sure you are aware that you are not allowed to fly a RA aircraft at night even though it may have the required instrumentation to fly at night. Response. Really, how would anyone know I was in my Jabiru? In fact I was in a 182 doing some night recency flying and you guys have all my information including my GA licencing. Ans. Yes we thought that may be the case but because it was reported we need to verify and follow up (no additional documentation required just took what I said to be true). I guess I should change the Oz Runways information when I fly a different aircraft but there is no requirement to have any rego displayed. Some people really have too much time on their hands. Aldo

Mark Skidmore is no idiot, I believe he would have looked at the possible conflict of interest with his job at CASA and decided he no longer needed to be part of AOPA. He may not be able to change the way CASA does things to any great extent but I believe he will approach the position logically and methodically and apply the rules within the constraints of the position.

Interesting I was sitting a CASA exam a couple of weeks ago in that exam sitting were 6 VET help students only one (1) passed the subject they were sitting (not sure which subjects but all commercial). I'm also led to believe VET help is available to foreign students.

Chris Ok sorry I didn't check the ERSA to see if it was the same number but the one I had in my phone as I said we have used it recently.

Give this number a call, we have used Noosa recently 0400 902 166

Kaz I love it reminds me of my very first outing in a DK8 (Decathlon for those who don't know the aircraft) using the left runway on a parallel runway setup listened to all the pre flight instructions from the instructor (apparently not well enough) light crosswind from the left, gentle power up (not gentle enough) nose forward too early and too fast and before you know it I'm mixing it with the poor guy trying to take off on the right runway (not quite that dramatic but you get my meaning) all good in the end didn't bend the aeroplane got into the air (only because the instructor actually knew his sh1t about 55 at the time) but will never again forget those lessons learnt that day. And for those that don't know a tail dragger isn't landed until it is parked and tied down or in the hanger with the doors shut. Aldo

Providing minimum separation was maintained doesn't appear as though there real issues here, two (2) missed approaches due to conflicting traffic as per operational requirements and they are operating in a radar controlled environment. I would imagine en-route aircraft on reciprocal tracks would pass closer than this. I'm sure Dutch will be able to elaborate more on this supposed near miss. Aldo

You know what I fly my Jab wherever I want, I don't fly to Archerfield as that is one place they have said I can't, if I have to go to AF I take the 182. Everywhere else I just fly the Jab no one has ever questioned me and I make sure that I'm 1000 above populated areas (as is the requirement for all aircraft) so no biggie. All the to and fro here is for nothing the instrument (for me) hasn't changed anything. Aldo

Well said Robbo, I also suffer from the same affliction from time to time none of us are perfect but your experience and knowledge is welcome here, well at least I do if not anyone else. Aldo