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rhysmcc

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Everything posted by rhysmcc

  1. rhysmcc
    It helps to have a flight plan to reduce the delays. If you are trying to access Class C airspace and don't have a flight plan, ATC pretty much have to put one in for you, which means they need to ask you all the details which you could have already done in NAIPS. Expect delays while this happens, and if the controller has a bit to do already submitting details comes last in the queue. For Class D, a paper strip has to be written out, this can take some time if the controller is busy with something else. If you are doing any sort of long distance or Nav flight, submit a flight plan in NAIPS, it only takes a couple of minutes, it's free and it may just save your life one day.
  2. rhysmcc
    facthunter, they are two different things though. If you want to hire someone else's aircraft then you need to meet whatever requirements they want (Xcountry, minimum 100hrs PIC or "check flight"). However if you have your own aircraft and you feel you are competent after 3 ccts with an instructor then that's your decision as the pilot. The instructor may feel differently and should let you know but at the end of the days it's up to the pilot to make the decision and live (or not) with that decision. Why should CASA hold the liability of whether you are competent or not to fly an aircraft? You've met the requirements of the license which should mean you are capable as PIC to make decisions regarding your abilities for each and every flight. This includes aircraft type, weather, fatigue, medical and the list goes on.
  3. rhysmcc
    I don't see the big fuss really, If your not competent to fly the aircraft, go and get the training so you are. If you are competent, that's all the law require. Isn't this what we usually ask for, simple common sense?
  4. rhysmcc
    I said from memory! (which isn't always correct). The Ops manual says you need to be able to produce it within 72 hours, the CASA Ramp checklist suggests you have a photocopy of the last flight review from your log book.
  5. rhysmcc
    Isn't the new system less regulation, in that the pilot should make the call on whether they can fly the "new" aircraft rather then a set number of hours or boxes to tick.
  6. rhysmcc
    Ian's Pilot store has a pack with some text books but couldn't find the stand alone log book. RA-AUS Store has one too, although if you are going onto RPL then I'd get the Aviation Theory Centre or ASA one
  7. rhysmcc
    You can buy them online or from various pilot stores, i believe RA-AUS sell them on their website and no doubt Ian would have them here on the Clear Prop store. A few different brands but it's all pretty much the same. Ask your instructor, he may have new ones ready to sell you, but you really should be filling it out each flight it is a required/legal document. From memory the Ops Manual requires us to carry it, or a photocopy of the latest page, doubt many do. CASA's requirement is you can produce it at a CASA office within X amount of hours (24 from memory).
  8. rhysmcc
    Better yet, All Fatal aircraft accidents, regardless of their registration. It's actually 5000 meters visibility, and it shouldn't be confused with distance from cloud (which is 1500 meters horizontally).
  9. rhysmcc
    I guess their argument is smaller then A5 would not be deemed "accessible to flight crew".
  10. rhysmcc
    i think A5 was the size, and mini was deemed okay (wonder if apple had a say)
  11. rhysmcc
    I doubt IFR pilots would even know the answer to your question. You may need to contact a Airspace or Procedure designer. Just by looking at the ILS and comparing it to the local ILS in Cairns I would think the "building" would be outside the tolerances of the ILS and thus may not be a factor (it also appears they would be well above it). That said, the council should have an airspace overlay that restricts building heights in relation to the aerodrome, if it's outside (or under) that overlay then it wouldn't conflict with traffic.
  12. rhysmcc
    Surely if the Council doesn't want it then they won't approve it? I'm not sure what vertical distance is required between "terrain" and the track of the approach. It's the Airport owners responsibility to "protect" the flight paths to and from the aerodrome, this is usually done in Council overlays. Is the NDB used? I thought YMEN had an ILS and NDBs are being phased out across the country (not sure if this one is).
  13. rhysmcc
    Skynews is saying the wreaking has been found NW of Gympie, but no other details.
  14. rhysmcc
    Pilots receive Red "AUS" ASICS, which allow airside all over Australia, other staff get location specific (i.e. baggage handler would only get "SYD" if that's where they work). This is not based on who does the ASIC for you.
  15. rhysmcc
    Security insist you are able to hold multiple ASICs, seems strange. Can you not find an operational reason for the Red? (Airport liason visits, famil flights?)
  16. rhysmcc
    You'd need the Nav Endo if you were planning on using controlled airspace 25NM from your departure aerodrome. To get the RPL all you need to do is fill out a few forms and send it off to CASA. You'll need to do a flight review before you can use the licence, this might take a few hours/lessons with a new instructor or aircraft. Any endorsements could be done at the same time as the review (assuming you're at the standard for them to be issued, and meet the required hours).
  17. rhysmcc
    Why not spend that money and fly circuits or local area flying. The cost per hour flight time isn't going to be cheaper "tagging along" since really you'll only have a limited chance at the controls. Remember there is no co pilot time to log, you're either PIC, dual or nothing.
  18. rhysmcc
    They're not identical, various other threads on this issue. Basically the advantage is controlled airspace and can fly aircraft with a MTOW of up to 1500kg (still limited to 600kg in RAA aircraft). You'll still need a current RPC if you wanted to keep flying RAA aircraft. The RPL is part of the route to PPL, but isn't a requirement. You could go straight into PPL training, but the RPL gives you a middle step so you can keep flying solo once you done the flight review. As for quickest ways, maybe look for a school that flies the same aircraft that your used too, expect to do 5-10hrs dual otherwise. A school that does both RAA and CASA would be a good idea, they'll understand what you should know and what gap needs to be addressed from the beginning. Good luck
  19. rhysmcc
    Lend his name but not stand for election? So who will be in charge of this party?
  20. rhysmcc
    verbal instructions rather then reading from a manual, same same no? Pretty sure "you" do all the building, they just tell you what parts go where and pass you the tool.
  21. rhysmcc
    According to Glasairs website, the FAA has deemed the two weeks to taxi program meets the 51% requirement.
  22. rhysmcc
    And what instruments are required in an RAA aircraft? What calibration requirements would be needed for I/F training? Surely it's easier for those people who want it to go and get it as part of their RPL flight review rather then complicate the RAA aircraft requirements. As we've seen recently with the MARAP process, trying to "fix" things can be an unwanted burden on other members, I think RAA should adopt a policy of not gaining "extras" if it means others are forced into the extra burden. As much as I'd like to see CTA in RAA, I don't expect other members to be forced into stricter regs, considering there is another way to achieve it already.
  23. rhysmcc
    I've also asked a board member to follow it up but haven't heard anything yet. They have posted a new motion recently but it's just been tacked on to old motions without a date, very easy to miss (was pointed out by a board member though on this forum).
  24. rhysmcc
    You can't use this process for LSA and it isn't required if you built 51% of the aircraft (since you can do these things already), from what i can see on the RAA page anyhow.
  25. rhysmcc
    You could as long as you did 2 hours of it. There are no time frames on flight reviews, you could do 5 hours over a period of a couple weeks. A flight review isn't an examine, a certain level of training outcomes is expected.
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