rhysmcc

It's not really a term used these days, but if you called up in Class G under the Approach sectors you used to call Brisbane Radar, now it's reverted to Brisbane Center as the call sign, but it's actually an approach sector/controller you're talking to rather then an Enroute Controller. Sorry if I've added to the confusion

I've not heard of anyone requesting flight following but it's a valid procedure and makes sense to use it. In places like around Brisbane there usually a manned position who is solely looking after class G airspace under the Approach sectors, I'm sure they wouldn't have issues with the providing the service on request. Would help to have a flight plan filed.

To clarify, are you operating only in Class G airspace during the transit? If so you shouldn't be on tower frequency but on the radar sector (sunshine) frequency. If you are in controlled airspace (Class C radar above Archerfield tower airspace) you should be on what ever frequency the controller instructs you to contact, i.e. Departures North (which is approach not tower) will tell you when to switch to Departures south. You don't need to make calls to other aircraft when under "control" of ATC in control airspace, they will give you relevant traffic as required.

1800ft (assuming a 1500ftLL), keep in mind your altitude is unverified, they may ask you to verify your altitude, if your reported altitude is more (or less) then 200ft from what your transponder is showing you may be asked to turn off Mode C. If asked your altitude and you say 1600ft, that's a VCA.

200ft is the tolerance from your transponder altitude return

I guess we have different understandings of cruise. Climb to a limit, sometime later maybe climb some more to another limit...a while later descend to land. Personally I'd call the limits cruise. Why would you level off? Because CTA is above you.

So are you cruising at a non standard level or not?

That's great but puts you 200ft closer to possible IFR cruising the opposite way. Why not stick to the levels recommended.

Shouldn't a persons ability to be a member of the association and their ability to operate an aircraft be separate issues? If someone has done the wrong thing then flying privileges should be revoked on their pilot certificate, rather then membership to the association. Being expelled should be reserved for people who bring the assosicstion into disrepute. I agree with shags that a fair system needs to be developed for refusing someone's ability to join us, considering the CAO require such membership.

The problem is consultation isn't happening, a draft is produced and we can vote yes or no to the whole set of changes. Break it down and consult on all the issues, as I've said before it won't get up because there is too much for someone to disagree with but you either have to take it all or take none.

I don't agree with removing the contact details of board members, how do you expect represent members views on policy if you don't bother to canvass members or allow them access to the board. The changes should be broken down and opinion of members taken (online poll/discussion) on each issue. (I.e. Change from ACT, reduction of board, removal of state based election etc)

CROPs in Brisbane isn't done at night for that very reason. Its funny how recreational pilots would consider this a greater concern then airline pilots on other forums.

It used to be on the RAA website but now I think only the executive is. Inside Sport Pilot has the list (page 4), believe Tony King is SEQ based?

If the aim is to get a PPL why not get the RPL and forget about the Nav endorsement since the PPL will include that anyway (i.e. Do your navs with an instructor as part of your PPL training).

There is no mention of requiring vectors for separation with the two aircraft going around, the video shown from what appears to be the 27 arrival has the 34 arrival passing well behind. The vector was issued to avoid the wake turbalance from the b777. No different had the aircraft gone around due unstable approach.

Well what is it you are asking?

8500 is OCTA, 8501 is controlled, controlled aircraft flying at 9000 that wish to descend further are Cleared to leave controlled airspace. ATC are not required to separate aircraft in controlled airspace with those aircraft operating OCTA, traffic would be provided as best as possible. Both aircraft should be on the area Freq. not sure if that's what you were asking?

Controlled traffic (CTA) can't be operating at the lower level, because the lower level is uncontrolled airspace (OCTA). If they are descending through the lower level, then they have been cleared to leave controlled airspace, normal class G radio (see and avoid) comes into place, ATC will give traffic on known or observed traffic but at 8500ft both aircraft are now OCTA. what do you do after climibing to within 200ft of the lower limit if it's not considered cruising?

If you are flying at the lower level you are OCTA, regardless of how you got to that level (from below or above with a clearance to leave controlled airspace). To me it doesn't make sense flying along at 8200 or 8300 to give a bigger buffer with those flying at 9000 because you've gone and reduced the buffer to those whom may be flying IFR at 8000 OCTA.

If 8500 is the LL, then that is the last level outside controlled airspace. ATC would issue aircraft at 9000ft giving a 500ft buffer to OCTA.

Why not at 8500 if that's the lower level.

Last I checked in Class D the acknowledgment of your request for clearance was simply to answer with your call sign. That is your clearance to enter as requested. i.e. You: "Albury Tower, ABC c172 20 miles west of Albury at 1,500, request clearance inbound." Tower: "ABC, Albury Tower"

Define "use"? None use radar for separation but most have a basic radar display for situational awareness. This may be limited for low level aircraft depending how far the airport is away from the radar head.

Too bad he doesn't open a Dick Smith Foods version of Aldi and really tackle the supermarket chains. Not a fan of his aviation rants or politics but he trys hard to keep our nations farmers going

That's the difference, it's based on movements of aircraft and number of PAX (whether an aerodrome is Class C or D), Class D isn't used unless associated with a Class D aerodrome.