ev17ifly2

I don't agree I would rather know what people are intending to do so I know where I can expect them to be. A lot of people flying don't know where they are a lot of the time and I fly every day so I see plenty of examples.Aldo

From what you said the airspace is often busy therefore you are only adding to the chatter.

The best practice is to make the required calls and any additional calls as is necessary to ensure traffic separation. A good example of what may be deemed unnecessary by some is my calls departing Toowoomba, YTWB can be quite busy and this is exacerbated by the surrounding airspace (Oakey and Amberly) and Wellcamp airport funnelling traffic through a rather small corridor when departing or arriving from the west as well as aircraft returning from the training area to the south mad joining crosswind.ABC enters and rolls runway 11 for a left turn and overhead departure then tracking to intercept 274 for Lugdo. Departure call is then ABC departed overhead time 20 tracking to intercept 274 climbing to 6500 passing 3600, Lugdo at 26. This allows all aircraft to know my exact intentions.

 

Aldo

The licence and registration fees imo are excessive when compared to GA registrations and licence fees. They only pay a one off fee for their aircraft registration and also a one off licence fee.But compared to vehicle registration fees, it is cheap.

Rego and insurance is approx $1300 for which I get no direct benefit. In fact, I have to visit the newsagent and BUY my own magazine.

Take the magazine factor out of the equation for a moment. How many of you believe that the registration and licence fees we pay RAA are excessive when compared to other registration and licence fees we pay in our day to day life be it for recreation or business.

Yeah but you could also be flying without being a member if the RAA if CASA lifted their game. Even you can work that out.

You should pull your head out of the sand,and smell the roses,cause they really stink mate............................

What happened ? I've missed your sparkling repartee and command of the language.

Welcome back

Given that most of those posting are more concerned about a monthly delivery of a printed magazine why don't you subscribe to Readers Digest, who knows you may even win a prize.

Meanwhile the rest of us will go flying thanks to our association RAA.

It might be time for some of you people to review CAR 166C and CAAP 166-1(3).In my experience there's way too many uneccessary calls being made on CTAF frequencies. The clear of runway and downwind calls being good examples, I put these down to GAAP/ClassD habits.

The CAAP 166-1 recommended calls being:

 

- taxying

 

- entering runway

 

- inbound

 

- joining circuit

 

- straight in approach

 

- any time there is an imminent collision risk

 

Keep a good lookout, just cause you don't hear another aircraft on the wireless doesn't mean there aren't any in the circuit with you!

1 before, or during taxiing

2 immediately before entering a runway

3 inbound 10nm or earlier from aerodrome

4 immediately before joining circuit

5 on a straight-in approach, on final,by 3nm from threshold

6 on a base join approach, before joining base and

7 on entering the aerodrome vicinity of a non towered aerodrome, where you intend to fly through the vicinity but not land

I would rather choose the most into-wind runway, or the longest runway if the crosswind component is sufficiently low.

Steady on people! CASA, as is their wont, invariably make things more complex than need be. In the real world, use some common sense.A 10nm call, plus a 'joining leg' of circuit call with intentions is the minimum you should be using. You might call on base or final if you hear more traffic taxying. You would call 'clear of runway' when there is other traffic in the circuit.

Use your radio sensibly, and avoid rabbiting on that you are 5nm, 3nm,then every leg of the circuit - plus ask everyone else for their position when you should have been listening instead of transmitting.

 

With 'straight in' approaches - be damned certain you know the wind or a nasty surprise may await you. And, don't ask other traffic what the 'duty runway' is - there's no such thing. Add the 'straight-in' intention to your 10nm call and only make a 3nm call by which distance you'll be slowing for approach and can see if you'll fit in between other traffic (you don't have right of way over base and final traffic no matter how much you call).

 

For departures - decide on the most expeditious runway/strip for departure so as to avoid a runway backtrack to the furthest end of the airport. Call taxying for....' ' plus your intended runway/strip. Keep off strips or runways until you are ready to go. Call when you enter a strip/runway with intentions. You really don't need any further calls. Less is more!

 

If RAAus aircraft want to mix it with GA and RPT - then our radio work has to be up to a standard. happy days,

I did say I always give inbound, joining, and base, didn't I? I called them semi-mandatory; they are SHOULD, not MUST calls.

Stay safe and keep swatting up on those rules and regs.

I've quoted the rules. The rules say that nothing is mandatory except to avoid collisions. SHOULD is not MUST.

 

There is no requirement to do downwind, base, or final calls (in the circuit). I think good airmanship dictates that you at least one of them, and I do the downwind->base turn call.

 

What do you think the rules say?

So then what you are telling me is that you give no 10 mile inbound, no straight in approach or no joining call unless you hear other traffic in the CTAF.

Good luck with that. I trust you look up from your manuals long enough to to apply see and avoid.

I here

I've quoted the rules. The rules say that nothing is mandatory except to avoid collisions. SHOULD is not MUST.

 

There is no requirement to do downwind, base, or final calls (in the circuit). I think good airmanship dictates that you at least one of them, and I do the downwind->base turn call.

 

What do you think the rules say?[/quote

 

I hear where your coming from but don't agree. Are you saying that as a matter of course you yourself make no 10 mile inbound, no straight in approach and no joining call unless you hear other traffic in the C TAF.

 

Good luck with that. I trust you look up from your manuals long enough to practice see and avoid.

They kinda do.The CAR has a MUST requirement:

 

The AIP has a SHOULD requirement:

 

at uncertified aerodromes (which includes many of the ones that we fly out of), the AIP has a 'this would be a good idea' sentence:

 

However, in busy CTAF areas, the ERSA may say something like this (for YCNK, for example):

 

I always broadcast inbound, joining, and base, which are the three semi-mandatory calls. At some aerodromes which are busy but not super busy, will also broadcast downwind and final (helps people look for you and remind you that you are there) but this is guided by local procedure (eg when I did a lesson at Bathurst they were very keen on downwind and final).

All the airstrips I fly in and out of are non towered and the widely varying radio calls seem to indicate that there is mass confusion out there as to what is required. I haven't come across any yet with quaint local customs, I have however had to comply with regulations, procedures and rules

By the way, airports don't have local customs.

Cheers Recflyer (Sorry I don't know your real name) Just a quick beginners questions, Why do you need the phonetic in general aviation, Also Do you have any radio Calls I can practice for example? (Training at a uncontrolled Airport)

The information given by Ada Elle is not exactly correct so I would seek clarification from an instructor

I wasn't born here (but did primary and secondary school in Australia) and I've found written English among Australian-born people to be, on the whole, atrocious. That said, be glad you can get an ELP6; the test fees for full ELP testing are ridiculous!

I wasn't born here (but did primary and secondary school in Australia) and I've found written English among Australian-born people to be, on the whole, atrocious. That said, be glad you can get an ELP6; the test fees for full ELP testing are ridiculous!

Better overthinking than not thinking!

Safe flying

Better overthinking than not thinking!

Safe flying

Holy crap, talk about over thinking everything !

Holy crap, talk about over thinking everything !

I would have sworn that CASA recommended a circuit size, but I can't find it. However:- if your aircraft climbs at 500fpm at 70knots (I'm looking at you, J160) your circuits are going to be 1.1nm wide if you turn "so as to be circuit height when turning downwind)

 

- if you then do a 45 degree base turn, then your final approach angle is about 4.5 degrees

 

- an engine failure on final might not be much fun then (in a J160)

 

I'm kinda confused about what to do here.

I would have sworn that CASA recommended a circuit size, but I can't find it. However:- if your aircraft climbs at 500fpm at 70knots (I'm looking at you, J160) your circuits are going to be 1.1nm wide if you turn "so as to be circuit height when turning downwind)

 

- if you then do a 45 degree base turn, then your final approach angle is about 4.5 degrees

 

- an engine failure on final might not be much fun then (in a J160)

 

I'm kinda confused about what to do here.

In

So you're saying that military pilots have bad airmanship because they fly oval circuits ?