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youngmic

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About youngmic

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  1. It is with great sadness that I announce that a fellow member and a great mate Geoff Waddleton passed away yesterday. I guess we all have to go sometime but I really wished Geoff could have had a few more years as no doubt he was looking forward to a time soon when he could stop working so hard and put his feet up. But such is life. Geoff's life is one that carried the hallmark of uncomplaining hard work, selfless thought and a great sense of humour. You'll be deeply missed by many mate, RIP. (If someone can post up Geoff's profile pic it would be a nice touch)
  2. Do you still have your Vari- Eze? johnprop
  3. Turboplanner, Given that the purpose of the AIP is to give guidance and aid in the interpretation of the CAR/CASR. I still feel that a crew should be able to support their action based on the AIP guidance and their professional justification for planning such an approach. Could you please advise who you spoke with, their title and location regarding this matter. Regards M
  4. Motzartmerv, I really do not understand how you arrived at all of that. Mmmm... Ok I would like to see the report detailing SOP changes.
  5. Sorry, Merv and others. All written with a smile and tongue in cheek though. Perhaps I should have added for clarification earlier that "the set up for staight in approach" would have been conducted back 30nm+ when awareness of the cct or inbound traffic was realised.
  6. Motzartmerv, I suspect there are many things in aviation that leave you boggled, but I'm trying to help you out a little. The reason I said; Is because 63% of regional destinations served by REX are CTAF ®'s and given the amount of traffic in the hypothectical scenario it would be probable that it too was a CTAF ®. Those airfields that are not CTAF ®'s are generally the airports where traffic density is low. And in response to this one; To date any of the major Aussie regionals will do fine.
  7. In VMC and without terrain issues simply execute a missed approach maintaining runway hdg and broadcast intentions until well clear of all traffic then return for another attempt. One would hope (and assume) that the environment has been upgraded to CTAF ® Flying my Eze on downwind, and approaching the upwind extended centerline of the RPT's chosen rwy and heard the missed approach I would simply move out of there road. Hopefully the climb gradient of a turbo prop would put them over the top of the other aircraft as they approach your downwind position. If the layout o
  8. [ATTACH]7792.vB[/ATTACH] This one was a touch on the large size too. This 36 cylinder engine was destined to be the largest reciprocating engine ever built. The displacement was 7,755 cubic inches. When compared to Lycoming's largest production engine in production today which displaces 720 cubic inches, it was more than 10 times larger! This huge engine was 10 feet long, 5 feet in diameter and weighed 6,050 pounds. It produced 5,000 HP at 2,600 RPM, and the target was 7,000. It used 580 GPH of av gas at the 5,000 HP rating. There were nine overhead camshafts which could be shifted
  9. Turbo, Not wishing to discredit your research, but I think you'll find 161's intent is in regard to separation and overtaking in the normal course of x country navigation. For 20 years as professional pilot I have been reading regulations, they are not always well presented, occasionally contradictory, and often confusing, even to the CASA bods. I feel I have been tested to ad nausea in the numerous exams I have had to sit on air law, and not only CASA but foreign air law as well. But the learning is as much about seeing how and when they are applied in an operational context. It i
  10. Turbo, Here you go; AIP ENR 64.3 current issue. In talking with the CASA you may be embarking on an interesting learning curve. There is a truism that runs, ask 5 FOI's there take on a matter and you will get 6 different answers, none necessarily right. Hopefully you won’t run into that. However IMHO the best way to tackle it (at the risk of telling you how to suck eggs) is to ask your regional Flight Operations Inspector (FOI) “is it illegal to land down wind”. Nothing more nothing less. If he says it is, ask for the regulation that states this, if he c
  11. Octave, It is not illegal!! If it were your comment of being a simple exercise to bring the perpetrator to task would be correct. I am absolutely amazed that there are some out there that think an airline in Australia would flaunt the rules in such an obvious way. What operator in their right mind would take such a risk of doing so if it could result in a “Show Due Cause” from the regulator? What flight crew would jeopardise their hard fought career by undertaking an illegal operation? How would the fine detail of how to and when to conduct a do
  12. Turboplanner, No it does not! Motzartmerv, Your concern is right and proper, I thought I had covered it here. But maybe I should add that a downwind landing has many pitfalls as it does (an increase of 10% on Vref or appraoch speed results in a 21% increase in landing roll) and you need good justification for carrying one out. Commercial operations are a world away from recreational and private flying. As for illeagal,
  13. Yep there it is in the rules, as far as practible, and also at, not necessarily into wind. It is a well known and sanctioned occurrence the world over, do the nay sayers really believe that large and small operators and CASA would condone it through its inclusion in Ops Manuals and SOP’s if it were poor airmanship. In the course of my professional flying from Ag to Multi Turbine I have used straight in downwind landings on numerous occasions for no other reason than to give the likes of you guys more space in the circuit. On other occasions it has simply been a no conflict expedient mann
  14. Look the other way too, some of us like to land down wind. No requirement to stop at the taxiway/rwy line unless conflict exists.
  15. The piano hinge method is popular with many homebuilders. Nearly as quick as Dzus fastners if rigged properly and makes for a flush neat appearance.
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