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Aldo last won the day on October 10 2017

Aldo had the most liked content!

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About Aldo

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  • Birthday 17/09/1962

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  1. Kyle I fly in and out of there every weekend give Woody a call GA $50 RA $20 landing fees RW is 14/32 if possible use 14 for landing and 32 for take off lots of kangaroos do a low level run down the strip to clear if you are lucky they will move off the strip in there in my 210 last weekend had to touch down about 350 metres in as the Roos would not shift still plenty of room but be aware.
  2. But make the call on area not the CTAF if you want emergency response
  3. Dunlop I was in there this morning to drop off the wife as she had to go to Sydney, 35 min flight from Tara, no landing fee as I purchased fuel at a pretty cheap $1.95/litre. Went into the terminal seamless transfer from GA to RPT check in, had breakfast food was very good (wife is a chief so extremely particular). So depart home at 0900 in Sydney by 1200 probably can't do that if you live in Brisbane. Time to stop complaining and appreciate what you have on your doorstep. Aldo
  4. Nev I have gone and done some research regarding visual flight at night and found the ATSB Avoidable Accidents No. 7 Visual Flight at night accidents. It was interesting to find that over the 20 years from 1993 - 2012 there have been an average of 1.8 accidents per year under visual conditions at night. Here is a link to the report http://www.havarikommissionen.dk/images/Bibliotek_luftfart/General_Aviation/VFR_nat.pdf From the report The ATSB reviewed night flying accidents in Australia for the 20 years between 1993 and 2012. Accidents in visual (night) conditions, excluding those that involved any sort of (actual or simulated) mechanical failure, included: 13 accidents conducted under visual flight rules by pilots with a night VFR rating 8 accidents conducted under instrument flight rules involving visual flying by pilots with a command instrument rating (CIR) 5 accidents conducted under visual flight rules by pilots without either a night VFR or CIR rating. In addition to the above 26 accidents, there were also: 10 accidents involving inadvertent VFR flight into IMC at night and/or collision with terrain/obstacle while attempting to flying below cloud at night. (Flight below LSALT) It is not just visual flight rule (VFR) flights that are affected. In general aviation, the approach and landing accident rate for single-pilot instrument flight rule (IFR) flights have been found to be 8 times higher at night than in the day, and night IFR accidents 2.5 times higher than accidents in day VFR flights.ii Flying VFR at night can be expected to have a similar or possibly even higher accident risk than IFR flights at night. Aldo
  5. MDX is total pilot error, should never have left the Gold Coast with the reported vacuum pump issues that he apparently had (AH wasn't working correctly prior to landing at the GC). Additional to that (if I remember correctly and I may be wrong) Williamtown wouldn't issue a clearance because Sydney wasn't VMC and wouldn't accept an onwards clearance. MDX had plenty of options to land and wait out the weather the pilot elected to continue with the flight and 5 people died. Classic case of passenger pressure to get us home.
  6. Absolutely correct and the other part is who is going to pay for all of the increased radar and services, the same people who complain about the cost of RAA and also the rest of us. Dick is all about Dick and no-one else
  7. Nev, I totally understand that I think you need to re read my original post I said planning was the most important part of night flying and that includes whether it is a moonlit or a moonless night all these things have to be taken into consideration. Nev, I purposefully made sure I didn't say that you used auto pilot all of the time, but I did say that all of my flying, day, night & IFR was all hand flown. I'm not saying that all of your flying was on auto pilot but I understand the difficulties of flying a jet at FL 330 without an auto pilot. Nev, I'm not sure where you get this thought from, I'm GA (but have an RAA certificate as I own a Jab also). I have a PPL, night rating and a SECIR I'm not here to argue with you I respect the experience you have but if someone wants to build night hours I don't think you should come down on them like a ton of bricks and tell them they shouldn't do it. I fly single engine IFR and night I understand the risks and I'm prepared to accept the risks and I'm not wrong by accepting those risks but I ensure my planning is the best it can be. Aldo
  8. Suit yourself mate I really don't care, I'm pretty happy with who I am and what I've done, I'm not invisible my phone number and actual name has been posted here many times, pretty sure it was you that said my post was dribble, feel free to give me a call 0429 674 790 Regards Allan Bougoure
  9. No Nev it's not, in fact it can actually be easier than bouncing around below 10,000 feet on a 40 deg day trying to write and read maps. I also quantified above that I believe NVFR is to extend daylight not to charging off at 8.00pm on Of course you will need a torch or as I do I wear a head band with lighting attached (red and two levels of intensity white) as well as 2 shock proof torches. Pretty sure I covered that one above Nev You have way more hours and experience than I have (I only have 2000+ total time) but all of my hours have been hand flown, I have never had the luxury of an auto pilot, I only have a PPL (but that is all I need for business, I never wanted to be a passenger jock), I also have a Command Instrument Rating and most of my flying has been in singles (generally because it comes out of my pocket and not someone else's). I know you have walked the walk but just because some of us are not flying around in shiny 727's doesn't mean we don't know what we are doing or that we don't understand the risks. I think I have a reasonable level of experience to comment. I actually think we understand the risks better than the passenger jocks because all our flying is below 10,000 feet where most of the crap weather is, we don't have weather radar so any time you are in cloud you are not comfortable, on top of that in this space is where all the other traffic is, so that compounds the issues, we are generally in class G so it doesn't matter whether I file IFR or just go no details VFR I have to be able to find all the conflicting traffic as well. Marginal VFR conditions are the worst with the scud running VFR pilots you have no idea where they may pop up. Nev, If you don't have a pretty good idea what the wind is doing with all of the fancy toys we have in the cockpit today you probably shouldn't be flying. Night flying with the correct approach is not an issue, night flying without understanding the possible risks can be deadly. I'm not even going to bother with Ben87's dribble, the 87 is probably the year in which he was born, still wet behind the ears, I have children that old. Aldo
  10. Happy Close to 3% but a lot of countries do not allow private flying you would need to do some extra digging to really see how we rate on a world scale, I would think we would be pretty good in relation to most others.
  11. Wow I don't believe some of the comments around NVFR (used to be Class IV), the guy/girl (totalreaction) simply asked a question and now NVFR is just slightly worse than going to war. TR obviously needs to build hours for some reason it may just be for a commercial or an instrument rating (you still need 10 hrs at night for a CIR) and for some jobs you need a minimum number of night hours. Now NFFR in my opinion for most private pilots should be utilised as an extension of daylight so you can get back to base, not to go charging off at 2000 hrs on a 4 hour flight. If you are going to go flying at night make sure it is on a full moon that way if the noise up front stops (and that is very unlikely and if it does it will get your heart rate going) you have the best chance of being able to pick a reasonable place to put down (it's still not going to be pretty but maybe survivable). Night flying is no more difficult than day flying you just need to be current, competent and ensure your planning ability is second to none (this is the part that will bring you undone) Aldo
  12. If you can afford 1000 then put in 1000 we could only manage 960 but we can get most things in and out fully loaded.
  13. It’s all about procedure if you follow the procedure you will not f it up. Downwind checks Breaks Undercarriage- down 3 greens Mixture - Full rich Pitch - full fine or top of green Fuel on and sufficient Hatches & Harnesses - secure Final Undercarriage - verify 3 green Runway clear/clear to land Pitch - full fine Follow the above and you will never land with the wheels up (baring landing gear failure) Aldo
  14. Here are a couple of references that state that GNSS (GPS) should only be used as a supplementary tool for VFR flight. However there appears to be no mandatory qualifications for VFR flight by day using GNSS. http://www.airservicesaustralia.com/wp-content/uploads/Safety_Net_Using_GPS_as_a_VFR_navigation_tool.pdf (not sure if this is still relevant) CAAP 179A 5.1 Visual Navigation Pilots operating under the VFR may use GPS to supplement map reading and other visual navigation techniques. It must be stressed that this is not an approval to replace visual navigation techniques with GNSS. “Blind” faith in GPS is often blamed for a sharp rise in the number of violations of controlled and restricted airspace by VFR aircraft. Pilots should also be aware of the human factors and technical standards issues associated with different types of receivers and installations, as described earlier in this CAAP. Pilot Qualifications There are no mandatory qualifications required to use GPS by day under the VFR. However, pilots are strongly encouraged to become familiar with their equipment before flight and keep appropriate operating instructions within easy reach. Aldo
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