Patrick Normoyle

I am just saying a smart phone app is better than nothing.

No it's not, that is the whole point, that is lie saying its ok to have a bandaid for open heart surgery. You can use it as a feel good thing for your family / wife so they can track you as you go along, but if you have an accident it can't be guaranteed to provide any use at all, a PLB'S is what you need and to suggest anything else is not only irresponsible but dangerous.

Damoski, well said, safe and responsible.

 

 

Truly a tragedy, my thoughts go out to her family, loved ones, friends and aviation family.

 

 

I can't believe that people are advocating the use of mobile phones in place of PLB's, no one is looking for or tracking this device unless you have something prearranged. The Dornier and other search and rescue aircraft cannot track your location or transmission, and the telco's can only give SAR organisations data that has been recorded, that is old data, this is the last line of inquiry for SAR organisers, it is not an approved nor recommended method of Search and Rescue. Police etc will use eye witness statements, ATC radar tracking information ( if available and if the aircraft is equipped ) and mobile technology. There is no guarantee the phone is in the aircraft, may have left it in another aircraft, car or left it with someone else and diverting the search away from the area required. Don't delude yourself or your duty to your passenger, family and friends, get a PLB'S and use it as part of your AVIATE, Navigate and COMMUNICATE.

 

 

And how did you get the flight info ASI ALT HDG ?

 

 

Yeah I'd love to know how did you get the info on the screen. .? And was that 5 separate cameras that you used ? What were they, GoPros ?

 

 

With two windsocks and plenty of environmental clues I wouldn't have thought you Gould get this wrong ? Or was it by choice ? I've only got 36 hours in an early J160, it was my first aircraft after flying GA, very nice ride but just not what I was looking for.

 

 

OCD I didn't hear that one, what happened ? Was it the engine that shit itself or the nose gear failed ( sorry I'm not a lover of Jab's, fix those two problems and make me smaller and I might change my mind ) !

 

 

Thanks Tornado, that is what I ment to say a Nanchang, my bad, the photo was taken from my hanger door by my hanger Mate, not sure what happened here (other than no U/C being used for landing ).

 

 

A yak 52 with no gear at Aldinga this afternoon ! Not sure of what happened.

 

 

 

It's out of the rotax manual, max RPM 6400, no more than 5 min continuous for take off etc. cruise RPM up to and including 5800, the Rotax 582 says the same thing. Tats what is says in my Rotax manual anyway.

 

 

Maybe some clear air turbulance, even a feather will drop like a stone from FL400. That's my guess.

 

 

If you find a school that won't accept your RAA time, post them here and shame the rotten sods! Flying is flying. Should an Airline pilot wanna-a-be shun them because they don't train to airline procedures on B737's NO, there are schools that will offer both, for example Adelaide Biplanes here in Adelaide offer both. They don't offer ATPL ( I don't think anyway ), the most important thing I believe with training, talk to them, be open and honest with them and make sure YOU get what you are paying for, and that's a great flying education and experience, don't take crappy attitudes and lazy slap happy flight instructors, you are spending a great deal of (presumably ) your money, so if you find they are not living up to their side of the bargain, go elsewhere, you may have to retrace some of your training so the new school knows where you are, but don't let tem bully you into staying if they are crap.

 

 

What is this email about ?

 

 

I thought Private IFR was just to get you from one area to another area this is enroute, but not to depart IFR or arrive IFR dos no procedural SIDS or instrument approaches. Just so you can go from VOR to VOR to get you across the sky country at a safer altitude. NDB's are being done away with and GPS is not that common in light aircraft ( not good enough to meet CASA's requirements )

 

 

Also, CASA has put a size minimum of a screen size equal to or bigger than A5 size, so as long as it confirms to the CAAP 233 requirements then your ok, still can only be used as a supplemental navigation tool only for increased situation awareness and not primary navigation tool.

 

 

I go track up with everything, car GPS, paper map GPS and OZRUNWAYS, I'm just that kind of guy.

 

 

Nev and mots, I have only been doing ATC for 9 years so far, and in that time things have changed and I'm sure SVFR has been one of the areas that has been reduced to try and avoid letting pilots get into situations they can't get out of.

 

 

Gentreau, in OZ it is only for weather and in controlled airspace. It is interesting to hear grow it is applied elsewhere.

 

 

1.2 Special VFR

 

1. 1.2.1 By day, when VMC do not exist, the ATC unit responsible for a CTR may issue, at pilot request, a Special VFR clearance for flight in the CTR, or in a CTA next to the CTR for the purpose of entering or leaving the CTR, provided the Special VFR flight will not unduly delay an IFR flight.
    
    
   
2. 1.2.2 When operating under a Special VFR clearance, pilots are respon- sible for ensuring that:
    
    
    
    
   
3. the flight is conducted clear of cloud;
    
    
   
4. the visibility is not less than:
    
   
   (1) for aeroplanes, 1,600M;
    
   
   (2) for helicopters, 800M; or
    
   
   (3) for balloons, 100M below 500FT AGL and 3,000M at and
    
   
   above 500FT AGL;
    
    
   
5. ahelicopterisoperatedatsuchaspeedthatthepilothasad-
    
   
   equate opportunity to observe any obstructions or other traffic in sufficient time to avoid a collision; and
    
    
   
6. d. theflightisconductedinaccordancewiththerequirementsof CAR 157 with regard to low flying.
    
   
   
    
    
   

 

 

 

 

 

 

 

 

 

We never ever suggest or broadcast on the ATIS / CATIS that SVFR is necessary / required by VFR pilots. A pilot has to request it, if a VFR pilot requests a clearance in conditions that are non VMC, ATC should say clearance is not available due to conditions or something similar to prevent a VFR pilot getting airborne in conditions which are not VMC. We only do this for aircraft entering into or exiting controlled airspace. Pilots should note that ATC has additional separation issues with SVFR and delays may occur due to this. Once you have this clearance you are being separated from other traffic but you still have to maintain terrain clearance yourself and remain in the reduced visual conditions. Be careful, I have had six or so pilots get into trouble by pushing the conditions and having very little room to manoeuvre.

 

 

Controlled flight into crane, a big whoopsie ?

 

 

I have used green slim aka Penrite oil, and I have used it to 10 000ft in WA's Pilbara, in he freezing areas of north Melbourne, he humid tropics of the Whitsundays and now in Adelaide, never missed a beat and always runs within the temp range on CHT EGT and water, I don't go beyond max specified RPM and replace oil and plugs as required . I will go o Castrol T2 when I run out.

 

 

Can anyone spell Junket, government contract means hotels, company lunches, short days and long nights.

 

 

KittyhawkKitty hawk, I'm not sure if it's going to be "THAT" kind off show.

 

 

RAA are still taking details for the static display as are Airshows down under, check both web sites, if you have any issues, call me 040 893 1040. And yes, I'll be flying over in my Fisher Mk1 on the 18th, overnighting at Little River airfield and then flying in to Avalon Main on the 20th. I should get to little river non stop in 5 hours but I have allowed a day an a half for weather etc.