Bennyboy320

Lets all hope commonsense prevails & the changes happen soon, personally I think it will happen in conjunction with canceling the requirements for an ASIC.

 

 

Definitely have it in a handy location, if I'm solo it's around my neck, if I have a pax its around their neck & I brief then what to do if required. The GME MT410 was about $320, very easy to activate too.

 

 

He was the last of the Mercury Seven, "Gods speed John Glenn."

 

 

On the membership section it only allows me to input hours since when I joined RAAus i.e. 2012, everything prior not counted.

 

 

Here’s the simple way of understanding the system, I’ll use two examples, the first is my Foxbat.

 

 

 

It has an individual 24 bit/ 6 digit hex ID & the flight ID has been locked in as R1234 as an example as this combination will never change,(as per the Air Services requirements,) unless I decide to get a new mode S transponder or change my rego, on domestic flight plans my call sign is e.g. 1234, however my ATC call sign is Foxbat1234 ref AIP GEN 3.4-22

 

 

 

The next example I will use is an airline flight, again the 24 bit/hex code is an a/c’s individual ID, I am flying from Hong Kong-Taipie so when I set up the flight management system I must ensure that the ICAO airline code & flight number up to 7 digits long matches the call sign on the flight plan e.g. HDA486, however the ATC call sign is Dragon486, clear as mud?

 

 

 

Now if that original a/c goes tech & a swap is required, no problem the FMS is loaded on the new a/c, the a/c again has its individual hex code & HDA486 would be inserted as above.

 

 

 

When ATC look at their scopes they will see that R1234 is a recreational a/c for quick ID & QF1234 is a Qantas jet, have a look at Flight radar 24.

 

 

Sounds like an epic trip, enjoy

 

 

Tail draggers are much more difficult to operate, don't worry it'll come with more exposure to them, hang in there.

 

 

I HATE BLOODY SPELL CHECK:im stupid:

 

 

Was that based off their CASA licence Benny or were they "reassessed" locally?

When ICAO brought in the language skills requirement there was nothing on anyones licence reference language skills, most companies have people in house now to conduct the tests, in my case Hong Kong locals (who's second language is english ) who have been blessed by the HKCAD i.e. CASA equivalent to conduct these tests, when they were first done some years ago all our pilots were tested by an Oxford uni language boffin, like Robbo mentioned it was no walk in the park.

 

 

I wondeer what will become of these obscene holes in the ground when the mining companies walk away from them.

Did my PPL in Maitland in 1980 & most of my RAAF flying out of Willytown, I too was absolutely blown away at the size & number of these open cut mines when seen from the air recently from an airliner, I suppose things change in 30 odd years, maybe the will become prime lakeside real estate one day.

 

 

I know a few 100% Australians that have failed this !!

My company has a few Aussies that speak no other languages & were assessed as a level 5, the test is taken very seriously up this neck of the woods, it was more of a compression test than a language skills test in my opinion, level 4 required to fly commercially, jeez some of the people I've heard flying airliners I'd give them a level 1.

 

 

They had the "FMC" in landing mode and so when they commanded takeoff power, the computer just bawked at them, as it thought "You can't do that in THIS config"

The aircraft was 100% serviceable & doing what it was supposed to, the pilot can always go around at ANY altitude & ANY FMGC mode by manually pushing the thrust lever to the fire wall i.e. selecting TOGA, the same thing almost happened to Jetstar except they didn't crash at MEL 21JUL07 JQ156, both incidents caused by poor systems knowledge.

 

 

They would have had the throttles to the firewall, and it didn't do that.

I was waiting for this one to raise it's head, I won't go into describing the flight control laws of the airbus, however the A320 was doing exactly what it was supposed to do at the altitude they were flying i.e. 30' thinking it was going to land, the crew did select TOGA when they realized they were getting close to the trees but way to late & crashed as they were spooling up.

 

 

Our cadets arrive from Australia/NZ were they do a CPL or MPL with about 150hrs total time, they then do a conversion to the A320 & a full a/c & instrument rating for the RHS, they then complete another 80 sectors on the line with training capt, however most require extra sectors before they are given a final line check to the line, they are second officers by rank & pay, once on the line they have reduced x/w & increased vis/cloud base min, so yes they are wearing the rank of an SO however doing the work of an FO, as you can see this greatly increases the workload for line capt, especially this time of year with TS, typhoons & wind-shear.

 

 

Unless the SO holds a Type Rating, as opposed to a Cruise Relief Type Rating, they cannot occupy the RHS below 10,000 or 20,000'

They do, paid as a SO but doing the work of an FO with the aircraft rating etc.

 

 

Don't know about the Boeing but on the Bus the standard calls for a go around attached.

 

 

 

I've never seen a Passenger jet "bounce " in the general sense, from inside or outside the cockpit.

Been there done that, training some of our 200 hour total time second officers, i.e. our SO's operate as a pilot in the right seat doing take offs & landings unlike most other airlines where they occupy the seat in cruise drink coffee & eat crew meals while doing R/T & the flight log, with these inexperienced pilots they tend to have problems below 200ft in maintaing the aim point or they become fixated on it & have no appreciation of the ground rush & either forget to flare which requires an immediate take over to prevent a hard landing & potential bounce or in my cases they over flare & balloon with the thrust levers at idle, so now you're below Vapp with idle power back at 20ft, you don't have much time but you have to select TOGA (fire wall the thrust levers) maintain pitch attitude don't change config & wait to spool up & accelerate to fly away safely then clean up, on a few occasions we actually bounced on the runway as engines spooled up, whist you are on the ground the config warning also starts blearing away because the computer thinks you are taking off & you are not allowed to do that in config full, so as you can see its a very dynamic & at times confusing maneuver for a line crew, definitely more complicated than a norm go around.

 

 

"Pilots are not really trained for go arounds a after a bounce,"

Yes we are, my company is doing this an an exercise on our day 2 sim session of our current PC.

 

Makes me feel confident that on the Bus you will get the thrust that you demand, i.e. manually push the thrust levers all the way to the firewall & you get TOGA thrust.

 

 

Thank you very much everyone for time in answering my question, appreciate it.

 

 

This might sound very strange to some of you very experienced RAAus pilots out there, how do I pay for my landing fess if I use a particular airport & how do they bill me?

 

As you can see from my question I've lived a very sheltered life as a pilot.

 

Thanks.

 

 

If you are unable to monitor two frequencies at the same time have a look at AIP GEN 3.3-16 para 2.16.12/13. i.e. you need to maintain continuous listening watch & if you're going to change to the CTAF freq you really don't need flight following anymore so terminate the service.

 

 

And if the damage is upstream of the LP or HP fuel valves you can't stop the fuel leak, assume Boeing are similar to the Bus.

 

 

For those of you that don't fly airliners, we have big sliding windows in the cockpit that we use in an evacuation if we can't get out through the flight deck door for some reason, they are also great to open & have a sticky beak out of to visually assess whats happening, in this case thick black smoke & huge flames may of changed their minds to act & evacuate.

 

 

Now that would be an epic trip.

 

 

Hi Scott, I too really enjoy your videos, keep them coming, looks like it was an outstanding fun trip, cheers Bennyboy:plane: