Burlc

Octave, I agree 100% with what you have said. But if 4 RA and 1GA aircraft in circuit for full stop landing then REX can wait. If light aircraft doing circuits then they should let big bird in for sure. But can I get a answer as to what happens if REX mucks up approach and needs to go around and 4 RA and 1 GA aircraft are still in a extended circuit pattern for the into wind runway. Classic mid air collision case wouldnt you say. For my personel info for this senario what would you fellers do in this situation. Seems unpractable for 4 aircraft to leave the circuit area,would everyone change runway for REX's chosen runway then change back again after REX's landed, this sounds dangerous to me. Please respond as this is a classic situation at YPPD.

Well how about this scenario, It's 1630 and you want to get a late afternoon flight in the still air, you take off,fly around admiring the view when you think geez I better get back, it's getting late. So you make inbound call and you get a 30 mile inbound from Captain Qantas with a straight in approach eta same as you, asks your intentions. I'll do a orbit at 5 miles and re-join when I here your 3 mile final call. No worries, but then you get inbound calls from twin prop aircraft also wanting straight in approaches calling No 2,3,etc meanwhile your still flying around outside the circuit area freaking out because it's getting dark and you are VFR trained and in a VFR aircraft. This is a normal thing at YPPD 1/2 hour before dark,I know this because I enjoy listening to all the radio traffic at this time on most nights. If you dont hold your ground the commercial guys will push you back where you may find yourself in a lot of trouble. 3 legs of circuit, once called onto base you have right of way unless aircraft on 1 mile final. No dought the commercial guys will try to bluff you but these are the rules. If you don't sometimes enforce the rule you may find yourself in flying conditions your not trained for. Look at AIP ENR 1.1-83 64.6.4, a,b,c,d, especially (d).

Well I was on a RPT flight to Perth from Hedland a month ago and when the pilot landed on the mains and the nose wheel was still in the air all the passengers including myself were thrown from left to right as the pilot was making substancial rudder inputs trying to keep it straight. Now being a light aircraft pilot I can say Im used to getting thrown around a bit when flying but this landing actually scared me. When the aircraft turned onto the taxi way I noticed the windsock was a 8-10 knot tail-crosswind. Now this XXXXed me off so much so that I was considering telling the pilot so through the closed door on departing the aircraft,but then I remembered the pilot would have been following directions from air traffic control so maybe not his/her fault. My point is why would RPT traffic endanger the safety of the passengers and crew, other GA, RA traffic just to save a bit of fuel or time. I've never seen a RPT jet or piston aircraft land downwind at YPPD CTAF® yet and I hope I never do. You would like to think pilots would have more sence then that.

My advice, use the 160 right through to the end then celebrate your wings by getting endorsed on the 230 and you like me will probably not want to fly the 160 again. The 230 is just too much fun.

Just after some idea's on what you guys use to make those uncomfortable,back acking seats comfy for those long flights.

My story is I have always wanted to fly and I really did'nt know why. Never really did anything about it apart from trying to get into the RAAF during high school. Was told I didnt have the grades so I became a fitter instead. About 5 years ago my arnt invited me for dinner and during conversation I found out my uncle was a pilot and so a conversation of questions ensued.He had a ppl and had a RA licence and a GT400 hangered at a private strip. Not long after I found myself at Jandakot and did a TIF and was hooked. Did some enquiries,found out about training recreational was alot cheaper then GA and learnt in Jabiru's. It's interesting to find out that my Nanna was with the Waafs during the war and a great grandfather was a pilot during the war also, plus my uncle was in air cadets when the RAAF were still using the Mustang. So as it turns out I had no choice but to fly as it seems to be in the blood. And I ain't complaining.

So what about those of us who live in the Northwest on Northern Territory. The temperture here is over 38 regularly 10 months of the year plus with the added humidity that goes with it. I know of 1 Jabiru owner based in YPPD and a J230,J120 based at Darwin. I am sure Jabiru was'nt concerned when they sold these aeroplanes to these customers knowing the operating conditions they would be used in. Thats my 2 cents worth.

I will probably get a gfpt or even a ppl eventually only because I am interested in learning aerobatics. I feel learning spins etc and how to recover would make me a better and safer pilot. Unfortunately you cant do this under R-A. Awesome comments SkyDog regarding Jabiru flyers, put a smile on my dial.:thumb_up:

I have flown both the sportcruiser and the Jabiru at YBUN.All my 70 odd hours of flying has been in the Jabiru and I have to say if I were to buy a plane it would be the J230. I have flown the sportcruiser for 2 hours just to see what it was like. It is definately more comfortable.Roll rate is faster then the Jabiru 230 and its more twitchy in the air. It's low wing so ground vision is reduced and dont forget the sunscreen,landings are easy due to better ground effect. Electric trim and fuel tank selector valve and the high reving rotax engine was something a Jabiru flyer would take a little time to get used too. Also the cruiser has a TAS in cruise of 95 knotts compared to 115 for the J230. The Jabiru 230 is 95,000 new and the sportcruiser is over 100,000. The 230 at YBUN is a nice plane but required rudder trim adjustment to align with the nose wheel which would fix it's ground handling woes. Im sure the good people at YBUN have fixed this by now. Hope this helped.

If the aircraft is R-A registed you are restricted to that weight.For example a Jabiru 230 R-A registed is legal at 600kg as a LSA. VH registed it is legal at 750kg. This part of the equasion does not change if the pilot has a ppl or an R-A license. This also shows the stupidity of it all. Same plane but different weight allowed only due to who it is registed under.

My personnel opinion with Jabiru's is why would you buy a second hand 160,230 for 10-15,000 cheaper with 200hrs and no warrenty when Jabiru are offering 2 yr 500 hour warrenty on a new aircraft.If you can get a second hand jab at less the cost of a new engine plus say 5-10,000 left in the pocket then you would consider it. Still if your not in a hurry to buy you may see some bargins come up in the near future as finances get tighter.

I believe R-A is partly to blame for casa dragging it's feet. R-A is trying to get too much through at one time. R-A should get through weight increase and 5000 ft restrictions first. These are what we need most I feel. Control Airspace you can get with a PPL,and pushing for control airspace endorsement without a class 2 medical reqd is just dumb.No wonder casa is dragging their feet.

:sad:I dont think doing anything other than a normal circuit in the circuit area is a good idea.I agree with extending downwind leg after broadcasting intentions though. They say most mid-air collisions happen near airfields. Correct me if Im wrong but isn't the strip most into wind has right of way?

Hi, Im a low time recreational pilot that has definately been bit by the aviation bug. Still got a lot to learn but thats what makes it fun. Looking forward to keeping it going and continue to learn. All the best chris