mnewbery

Why do you ask?

Interoperability of IFF capability for coalition forces with regard to missiles (e.g. Hellfire, RBS 70 and its evolutions) and transponder equipped assets (ships, tanks and aircraft) is now brought into question due to the nature of the data transfer. The coalition platform was intended to use a cloud-based service. Side not: IFF mode 5 requires encryption which one imagines means a shared key. It is this key that would be stored in the cloud. Sharing secret F-35 data gives USAF new problem

The code for the gate (if there is one) is usually quite visible from the inside. It will be something like. "Gate code is CTAF frequency" Gate code is 1234. A few places change them frequently out of necessity or boredom. One airport (not saying which one) has an electric gate that opens when you transmit on a frequency such as the PAL. Another tip would be to carry enough cash for a taxi ride to the nearest town (or 2 hours of petrol for the plane, whichever suits) and at least one fully paid off credit card. Preferably two.

So is staying on the ground. Many would advise you to go RA-Aus. This won't get you a controlled airspace entry as entering controlled airspace legally still requires (amongst other things) a Class 2 medical or better. So if you don't want to do controlled air space, a valid car drivers licence in terms of being medically fit is all that is required for an RA-Aus licence.

Type one link is here Type 1 Diabetes - Insulin dependent - High-risk of hypoglycaemia

The short story. Caveat I am not a doctor: Type 2 Diabetes - Non-insulin dependent - Low risk of hypoglycaemia So it's possible to hold a class 2 medical for 12 months in specific cases but only after A LOT of paperwork, reports by specialists and stuffing around

Firstly, welcome. Yass may have a new aerodrome quite soon if things go well. Secondly, have a read through this thread: Flying with Insulin Dependent Diabetes

Also from the ERSA, unless it says PPR, MIL or no unauthorised landings (e.g. Argyle mine YARG) you should be good to plan to land there. ERSA and NOTAMs are definitive in this regard

Call or email the contact listed in the ERSA for each airfield and discuss it with them. There is no "one size fits all" advice and certified or registered aerodromes can issue NOTAMs 24 or more hours before they come into effect. Much of the advice will be on a website or web based document also available through the website listed in the ERSA. For example Toowoomba Regoinal council has three very different municipal airports with three different requirements. Two have grass. One has (or had) security. Also you'll get other info like "Fred (not his real name) in taxi 1234 has permission to drive on the airfield so ask for him" and "you'll need/not need stakes to make your own tie downs". I have found if you do your research then call and explain what you want to do, the airport manager will happily fill in the blanks. Rather than meeting you with a blank stare because they didn't know you were coming or what you wanted.

PM sent

...with some conditions http://www.flightsafetyaustralia.com/2016/06/cessna-sids-extension-has-strict-conditions/

Something a bit more recent The FlightTime Radio by [email protected] on iTunes

...plus however long it takes to get the medical sorted

How long would it take to do a USA sport pilot licence based on the actual plane you would be flying over the water? One assumes this would be after a licence was obtained in Australia. I'd say about fifteen hours conversion training plus the USA map reading, flight planning, SAR and etc for something that would do the trip comfortably. Flight time radio podcast covered this extensively some time ago. http://www.flighttimeradio.com/host_files/Show79.m3u is one example

Extra time for Cessna 100 series inspections | Civil Aviation Safety Authority Completion deadline extended to 30 June 2018

Modern motorcycle breathers go up into the air box and this is a legislative requirement. The "modern" motorcycle engine air box has a tube going back down to ... in front of the rear tyre (actually attached to the right side of the engine or frame to avoid the tyre centre line). The tube has a bung in it which makes it impossible to vent un-burned hydrocarbons that way. Periodically, the bung is removed and the filth drained out during maintenance. Generally the tube has enough space in it so that it's not full to the top. Forgetting to drain the filth away will mean eventually it will get somewhere unwelcome. But that would take years of regular riding.

Is Pearo still calling BS on the fuel vapour? GA News - Why a bonding cable is so important when refueling your plane

It will require a new weight and balance if the front tyre is different

Bob Tait sells online I bought my VTC/VNC/WAC charts from concept aviation online. I try not to endorse any seller... You can buy various styles of log books from Air Services, RA-Aus and elsewhere. Even electronic ones now. I have also previously bought stuff from Redcliffe Aero Club YRED but call ahead first as they don't stock everything all the time. I like my Aviation Therory Centre logbook that came with my BAK books and still use it

Spandex Lycra and Elastane are names for the same thing. Totally agree with the previous post in that as long as you aren't making a parachute but only using it for undies its good stuff.

There appears to be some truth in the rumour. I'll leave it at that. Also if you know where to look, the men's underwear that you seek is available in Australia. Not all of it is silk. I would hasten to add that silk and anything synthetic that is like silk (spandex contains polyurethane) will be more flammable than wool. Cotton is also a bit more flammable than wool but wool and cotton are much less likely to melt on your skin during an accident/crash/fire. I vaguely remember defence pilots being told not to wear anything other than cotton underwear for this very reason. The story goes the ladies got a bit concerned because as many already know, 100% cotton underwear for women is like rocking horse manure. Not to mention really ugly. Not sure if defence figured this out or they settled for bamboo. I'd say wear whatever you want close to your skin (the dyes may be flammable too) but a cotton coverall/overall or at least a cotton shirt will give you a fighting chance. Finally, I've seen what a lit cigarette can do to the crotch of a set of poly/cotton pants in 15 seconds. Nothing good.

Simulator envy is a terrible thing. I use a Logitec Extreme 3D pro joystick and a laptop. That's it. I have no permanent desk space at all. If the simulator saves you one go-around at $99/hr that's about $10. If it saves you a couple of hours extra in the pattern (think PSL, PFL, flap-less landing, 180 degree glide approach, go around, engine failure at take off and most specifically memory item checklists) then it will pay for itself quickly, I imagine. If (and it's a big IF) it saves your life by allowing you good judgement about acceptable approaches and departures due to terrain and weather considerations, priceless. If it teaches you not to look out the window so much and skip the pre-flight checks, not so good. As a minor aside, I have written elsewhere in this thread (e.g. Post #20) about my comparisons between my crappy freeware simulator and an actual flight. I'm going through all of that again this month after a long time away from actual flying. Queue another invoice for charts and stuff.

I'll be finding out for myself soon enough. But from what I have read, yes it's because of split flaps. Probably the word normal might be replaced by "simple". I'm backing away from the idea of a "normal" flap