Mazda

I agree it is important to have checks which are relevant to the type - and maybe run through some checks which may not apply to that aircraft but must be committed to memory for other types. Yes, I've heard of harnesses coming undone too, especially in aircraft with a stick that reaches back to the harness. This thread is actually a good reminder of the importance of checks - whether committed to memory or on a check list. Personally I believe basic checks like downwind should be remembered for simple types flown by one crew member, because the circuit area is when you'll need to concentrate on flying and look out for traffic, not look down at a check list. Multi-crew ops with complex aircraft can have a pilot flying while the other pilot runs through the list. Regarding "fuel sufficient" checks, it is to check the correct tank is selected (if it has two tanks) but also to ensure there is sufficient fuel for the go-around. If there's not, you'll have to land of course. Remember too that a pitch up after take off (i.e go-around) with low fuel may lead to fuel flow issues. Now I realise everyone plans to have plenty of reserve, but even experienced multi-crew airline crews have run out of fuel, or come very close to it - which means it could happen to anyone. (Perhaps due to weather or some other problem). I'm sure those crews thought it could never happen to them.

Fantastic Matt! I'd love to see it one day. I have spoken to Des on the phone but so far I haven't seen his Aircruiser!

My only suggestion is to drop in at Arkaroola (northern Flinders Ranges, north of Wilpena Pound) if you get a chance. Doug Sprigg who runs the place has an Auster and a C207. He's a real enthusiast who loves flying visitors. Accommodation varies from campsites through to motel style rooms, with a good restaurant and TWO very high quality observatories if you like star gazing. There's a pool if you want to cool off, and plenty of emus, kangaroos, yellow footed rock wallabies etc. It's amazing outback country and your wife might appreciate a decent room and a restaurant (while you talk flying with Doug). Wilpena Pound also has an airstrip if you decide to go that way. Innamincka is a good place to stop too. Check your range and phone ahead for fuel, which could be in drums. Maybe somewhere like Muloorina (sp?) station near Lake Eyre? It won't really suit your route but the "Corner store" has an airstrip which has no aircraft parking and joins onto the road (!) so you taxi up the road, turn right at the intersection and park in the car park to visit the store.

Is anyone going to that APEC briefing at Bankstown this afternoon?

Yenn, there are a few ways to estimate distance. Obviously GPS will help. Remember though that navigation can be done with a watch, so if you have calculated an estimate for your arrival and are aware of groundspeed, that will give you a good idea of when you SHOULD be 5 miles out. You will develop a bit of a "feel" for distance, but it has to be an estimate if you don't have DME or GPS. When you are close enough to see the runway, remember too that the runway is a known length, so you can also use that length to help to judge distance. It's still an estimate though!

This is one of the saddest reports I think I've ever seen. http://www.aaib.dft.gov.uk/cms_resou...BB%2007-07.pdf A 16yo student was on his second solo flight at a controlled airport in the UK. He had a dual check and was then sent up to do a few circuits on his own. The controller asked him to backtrack and he obviously didn't know what that meant, so he was probably feeling nervous when he was eventually cleared to take off. On downwind it seems he was told he was Number 1. On final he was told to go around, then to orbit - not through any fault of his own, but because a faster aircraft was coming in behind him and they wanted to make room for it. So this young (16yo) student on his second solo ever had been confused before take off, set up as number one, then asked to go around, then asked to orbit. He was in a C150 with flap out, trying to orbit on final. He stalled and crashed nose first into a park, with the tail of the C150 pointing straight up. It's a real bl**dy tragedy. It's one to make me think. Students, please remember to fly as you know how and make that a priority. If you don't understand, please don't be afraid to speak up and say so! Controllers are just people like you. If you can't think of the correct phraseology, it doesn't matter, just talk to them. Say you are early solo, let them send around the other aircraft, no matter what it is. Instructors, please make sure your students know that they have the right to speak up and request what they want! Controllers, please remember early solo students may be nervous and they may not yet have the skills to deal with too many instructions while trying to fly the aircraft. It's so terribly sad.

I'm doing my instrument rating so flew there IFR. That flight ended up being nearly 5 hours, day and night, IFR, and I did another one today of nearly 4 hours. (Plus driving to and from Bathurst). l'll sleep well tonight! That sun glare sure was nasty!

Matt I think I saw you at Canberra on Saturday afternoon. I was in the C172 taxiing by when you were taxiing by, and getting fuel when you parked. (Also the one complaining about sun glare on 30, due to the old crazed windcreen I think!)

126.7 is the "multicom" frequency - i.e. if you are operating to an uncontrolled aerodrome without a published CTAF, use 126.7 so you are not broadcasting on a control frequency. That's why there are so many of them!

The establishment on 5 mile final wasn't planned to be in the CTAF rules - it was something wanted apparently by airline pilots. Hopefully in future this will be changed back to the original plan, which will mean you won't need to be established that far out. A 5 mile final is fine if you are flying an airline jet but it isn't really necessary in a small aircraft! At the moment though, the rules say we need to do it.

Hi Matt I'd love to catch up but I can't make it this weekend ... I'm off to Bathurst to do my instrument rating (only 6 IF hours to go). I was hoping my OH could fly down and meet you there if I couldn't make it but he has to work, so unfortunately not this time! Maybe next time!

Matt, maybe you could let me know next time you fly to Wollongong for lunch? I could fly down and we could let the CT/4 and Victa get acquainted.

Flight following is on a workload permitting basis, which is why there is no charge. So feel free to use it, it's there to help you. If the controller is too busy they'll say it isn't available. As it is a radar service they can give you more than just traffic. Remember they can give navigational assistance too.

I don't think I put down any weight info for the 115. MTOW is 748kg. Aerobatic MTOW is 703kg. Empty weight is just under 500kg. So it is better if you and the pax are on the lighter side for aeros. There's plenty of room though for bigger people though, it's quite comfy. The seat is fixed so you always have the same perspective - the rudder pedals are adjusted instead. There's a single spade type stick in the centre with a padded armrest between the seats. I've never had any trouble with the canopy sliding forward! Mine seems to stay put quite well. You can fly with an open canopy below 70 knots (not that I've tried). They have "flapperons" - i.e. the ailerons droop down to give extra flap, and there's also flap under the fuselage. So the angle of flap in degrees doesn't sound like much, but they are in effect full span. The stall warning only works when the flaps are down. There's only one fuel tank so fuel management is easy, but the weird little segmented dipstick takes a bit of getting used to! Things to look out for ... there's a spar check which involves removing the wings (!), but it's possible to not do this if an inspection panel has been put in. Find out if the one you are looking at has had the panel put in. The fuel tank has a rubber bladder which will deteriorate over time and need to be replaced, so find out when this was last done. There's an AD on the "waggler box" I think it is called, under the stick. See if that's been done. There's also an AD on the magnetos I think, which need inspection periodically. The aircraft with Cleveland brakes are better than the originals. Alan Wood at Hoxton Park (Sydney) is the guru and type specific parts are available through him.

You don't think they are cute? :;)8:

Here's the Airtourer Association website. http://www.airtourer.asn.au/main.htm

By the way, mine is a bit older - 1963.

I have one, so what would you like to know? Fantastic little things. Originally the design was entered into a UK competition for a new trainer and the design won. To cut a long story short, the design was picked up by the Victa Lawnmowing company, who started manufacturing 100hp models, then moved into 115 models. They were so popular that they outsold Cessna, Piper and Beechcraft combined! So Piper and Cessna bought one to examine, then updated their models, slashed the prices and flooded the market. Meanwhile Victa had made one 4 seat Aircruiser, which never went into production. The little Aussie company couldn't compete with the Americans and asked the Government for help. This was refused, so Victa went back to Lawnmowers and sold the design to NZ. New Zealand manufactured the aircraft and also sold a 150hp version. They modified the Aircruiser design to be the CT/4. Believe it or not, the Aussie Government then bought back the CT/4 to train RAAF pilots! Back to the Airtourer. It's a 2 seat trainer, easy enough for ab initio, and fun enough for basic aeros. The bigger engine versions do quite nice aeros, the 115s take a while to climb to altitude but they are very sweet handling. Great visibility. Not that fast, maybe 100 knots (they'd be faster with flush rivets!) They are cute things which seem to have a bit of personality. A New Zealander by the name of Cliff Tait flew a 115hp one around the world in 1969. It was the smallest aircraft to have achieved such a feat in those days. He had just 240 hours total time before he made that trip, and the aircraft didn't ever let him down.

ASICs must work, because since I've had mine I haven't been hijacked! I've also found a good use for it. The black plastic thing it came in is double sided and holds a phoneaway card perfectly.

I'm a GA pilot and use the following. BUMFISH for a downwind check. Note that it has to be adapted slightly to each type with common sense. "Fuel" could be on and sufficient, through to fuel pump on, fullest tank selected and quantity sufficient. "Instruments" includes engine and flight instruments. Then I have a couple of pre-landing checks. Initially I was taught Mixture, Pitch, Gear (which has still stuck because I started with this check) but the more common one is PUF (Pitch, Undercarriage, flaps). You can make it PUFC if you are using carby heat in the circuit. After landing and on taxiway I do FROST. Flaps Identified and raised, fuel pump off. Radios (frequency, call if required), Oil temps and pressures, switches (turn everything off that is not required - landing light, strobes, navaids) and SARTIME (cancel if required), Transponder to standby (and reset code to 1200/2000). (By the way, BUMFISH is also a great pre emergency landing checklist, just think in terms of shutting down though - so undercarriage up or down as required, Mixture is idle cut off, fuel off, instruments could be ELT, all switches off, hatches cracked, harness secure etc).