motzartmerv

Becky, the raa has a facility in the rules for fanstops in the cct with a cfi. The raa ops manual doesn't refer to the casa instructor manual, and indeed the manual is in no way a legal document.The points you raise are valid, but I believe, as do other instructors, that the benifits are many while te risk is not significantly increased providing the manouvre is handled with care.

Yes, And staying in control..!!!

The skippa didn't turn the lights on?

It's good stuff. There are lots of positive learning points we can learn, as well as help get over the ' shock' factor.

All of them I would hope..!!!.. At least the senior Instructors.

Easter.. I reckon its easter that causes the problems. Most blokes (and chicks) wu=ill not be aloud to do easter every year on a flying trip. or driving to go play aeroplanes again. I bet even the good wives are gunna make you stay home for easter every couple of years. So you lose a few players before you even consider the venue. Go a long weekend not associated with family holidays etc, and school holidays, and i reckon we could get lots more interest.

Engine stops are permitted with a CFI in appropriate conditions. And IMHO should form part of the standard training syllabus.

Oh god!!! Could you think of anything worse?? Two of them!!!

Just doubles the chances of an engine failure!! Lol

And its cleaned up, ball half a ball out to the good engine, and blue line maintained. At sea level, on a good day. Generally, the second engine just takes you to the crash site.

Oh ok Kaz. A defined 'route' will usually be accompanied with instructions for separation. Like the victor 1 in sydney etc. lanes of entry into Bankstwon and camden. Thats a litte different to what the guys are talking about here, where there is no defined route but a well used bit of coastline. The normal separation and navigation rules should apply in these circumstances, accompanied by good radio lookout and of course, the visual scan.

What's it say kaz?

I know frank. very optimistic numbers there hey? You would have your house and car paid off with your drifter by now wouldn't you?

Yes, im not aware of any exemption from that rule. I know of a school that got chipped for running an on condition Rotax. But hearsay is nothing to go off.

Lets also say that if your hiring the aeroplane you cant exceed the 300 hrs. lets also say insurance on an training RAA rag and bone will be around 3-4000/ year. Maintenance cost of at LEAST $500/ 100 hrly. Say 200 hours a year. Its $20/ hour just in insurance. Current cost for a 582 from bert floods is $7400 (was last time I checked), PLUS the cost of install. Your not getting out of it for less than 9 grand. Thats another $30/ hour in engine replacement cost. So far we are over $50 in fixed cost's. 15 litres/ hour is closer to $28 in fuel burn. Add in 2 stroke oil and we are over $30. So fuel and fixed cost has you at around $80/ hour. Then add in the $35 for te instructor and your at $115 in costs. I know how it can look good on paper. But if you break even, your doing well.

And also if the failed engine was the critical engine.

Unless of course the xwind was from the live engine side:)

Who gets $150/ hour for a drifter? 2000 hours would equate to 6 engine replacements or overhauls. Some pretty poor economics you got goin on there FT

Yes, very good Ignition, but the point of this thread was how difficult aircraft are to spot. keeping an aircraft you cant see- or dont even know hes there- on the left is quite a task wouldnt you say?

Its in the article, the rego was sprayed with paint.

perhaps different in VIC? Hemisphericals people. !!!Stick to the regs and not rules of thumb..:)IMHO

ive got images of two blokes standing beside the plane whistling and saying..'wasnt me"

yea Bill, just remember that when you cross to the live side and your at circuit height, you've joined the cct.:) its still the safest way to join. Especially with a mix of traffic. :) fly safe

Hey Bill. Im glad you asked. Its a bit of a pet 'bone' of mine. The join you described is the best one IMHO, only the terminology needs to be adjusted. If you are over flying at 500 ft and 'joining mid downwind, you are actually joining mid field xwind, which is IMHO the safest place to join a cct. Joining the cct means, where you enter the cct. So for instance, joining downwind would mean from the 'live side, either on a 45 deg, or a long downwind as you described. But over flying at 500ft, technically you are already in the cct the moment you enter the live side, which in your example is midfield xwind. It might sound like semantics, but your call of "joining downwind, would not be correct, and would have people looking for you in a different area of the cct. However, the call of 'joining mid field xwind' would be the correct call.

Hemispherical's are better, Not a legal requirement under 5000 ft, but better then "keep it on ya left" But the real danger area is around the cct area. As we have already seen from post's. The "right" way to join is not something well taught in the area.