recflyer

Hi All,Well I am booked in for my TIF, was booked in for today but delayed til Wednesday now due to rain today.

 

Doing my TIF at Gawler in SA at the ASC.

 

Anyone one had any experience at Gawler / ASC? All things I have heard are very positive.

 

Thanks

 

Scott

Th

This link https://www.raa.asn.au/wp-content/uploads/2012/02/Flight-Training-Facilities17.pdf might be more use to your readers than this one http://www.goflying.net/business-directory unless you are trying to sell them something in particular.

Thanks for the tip! Much appreciated.

Hey guys, had a bit of a listen last night!! Good work, awareness of aviation ain't going to hurt.

No probs, easy to do so just give me a couple of days

Recflyer, let me know if you want to have a podcast area here on Recreational Flying for you to publish to

It was my pleasure, and you certainly put in a lot of hard work to make this the best it could be. I'm privileged to be the first, and I can't wait to hear more!Let me know when you're up next, we can do victor 1 and put that cockpit audio gear to work!

Hello to anyone interested in Aviation podcasts,

I have finished the first episode of the 'Go Flying Australia podcast' and it is now available for download on Itunes if you have an apple device and most 'podcasting' apps on android devices (click here).

The podcast will focus on stories related to general and recreational aviation within Australia. My aim is to increase the awareness of General and Recreational Aviation with Australian and just let people know how awesome it it!

Please also note that I am still a student pilot and therefore my knowledge of aviation is limited at this stage and hence if you have any corrections or issues with any content on the podcast or my blog please take this in mind. I definitely do not profess to be knowledgable or an expert (Definitely not) on any aviation topic and am just an enthusiastic beginner. This is very much a hobby for me and there are no advertisements within the podcast or on my blog at this stage.

Please keep in mind that this is the first episode of the first podcast and that the quality of the sound and structure will hopefully improve over time as I learn more and more about the art of podcasting.

I would love to hear any feed back (both good/bad) by the following means:

- Comments below this post

- Direct Message on the forum (particularly if its bad....)

- Comments function on my website www.goflying.net

- Contact form on my website

I would be interested to hear some show ideas if you have any and please let me know if you are able to be interviewed for an episode. I have the gear to be able to do cockpit audio so recording some audio in flight is something I would be interested in.

A few potential stories/ideas I would be interested in doing (but not limited to):

-Speaking to an instructor about training

-Speaking to a school owner

- Speaking to aircraft owners

- Speaking to aircraft manufacturers

- Aircraft Maintenance

- Fly inns/Air show content

Thanks so much to Adam Yavner from the forum for being brave enough to be the first guest on the podcast!

Thanks for taking the time to read this!

Cheers,

Adam

C'mon fellas!! Starting to sound like some sort of Professional Pilot R network..The reason I mentioned the power/drag curves is the OP was asking for things he could do to prepare and I believe that while understanding where ther aircraft is in its stage of flight is important and having a "feel" for it more so, I know myself that I didn't truley understand what was happening or, more importantly what was about to happen and the consequences of it being mis managed until I got my head around them. More power to go slower you say? Well that makes no sense sorta thing.

 

As far as standards go, Im happy to say that the "Private" flyers in general seem to be below standard to be dealing with busy RPT/Charter aerodromes. But so was I when I had 20hrs and a RA cert or 55hours and a PPL. Solution!? Scrap the RPL, PPL, and everyone has to do a 200hr CPL with a MECIR so as they have an understanding of the IFR guys.... That's clearly not going to happen and would cripple GA in the flight training sector so we need to deal with it. We are not all at the same standard on the roads either. (Unless you life in BRM then it's a fight for the bottom. )

 

The only thing that actually bugs me, well two things actually, in order and firstly. Radio calls, I never picked up that AIP till late in training to learn RX and each instructor passed on how he thought how it should be done and that only suited that aerodrome so when I hit the big bad world things were quite different. I don't expect a private guy to be able to recite the AIP but at least have an understanding of what calls are required and what are NOT! I don't need 3 calls per circuit if you're the only one at the aerodrome with no inbound traffic and you're on a busy area CTAF or multicom.

 

Secondly and most guys do help here which is appreciated. Not giving way or room if you are not to sure about where you are or what sequence will work at an aerodrome, or you get a bit flustered when you hear that there is a C210 BE58 and C402 all inbound in the next 5 min. Now I know this isn't required but a bit of airmanship says that if you don't quite feel comfortable with the traffic to give a bit of space and carry on. Now this might mean as little as if departing, maintain A015 ect till the inbound have arrived rather then try to maintain separation by bearing and altitude or maybe extending upwind why the others do a 3nm final.

 

Small things like this would mean that while some guys have a lower standard then others, operationally it wouldn't be an issue. Hope that's comes across ok, still earLy here!

 

Oh and one more!!! Your ETA ISNT! In ten minuites, it's at time xx. Not hard to ad ten min to the current time and makes life a huge amount easier for the guys trying to manage 3 other aircraft on descent by not having to work out your ETA for you :)

On the flight radar app there is a Qld police service cessna caravan reg vh-psq above the city at approx 9000 feet as well.

Gday tracajeti!

This looks great. Keep the editions coming!

I just received this email from the RAA.

 

A couple of suggestions.

 

Include "A call to action" link to the RAA's website. Maybe something compelling?

 

Make "an offer" something like a limited time offer like a discount to rejoin. Its not costing the RAA anything to have these members rejoin. Seriously, why did you signup with vision6?

 

Also consider offering "some news", we left/lapsed the RAA for a reason.

 

Why not personalise it? you have all our details.

 

Good luck with the responses

http://www.rapp.org/archives/2013/11/the-ultimate-endurance-record/

This article got me thinking, which ra aircraft has the endurance record in its category?

Recflyer. I have an RV4 and a Corby Starlet. Both are good at slow flight, by which I meanless than about 60% of cruise speed. The advice from others about rudder use is really good. Later on in training see if you can get some practice at slipping, it is a very useful tool to have at times.

yeah pay attention to everything about how it feels in slow flight, not just the feeling of the controls itself, but a feeling for how to put the aircraft where you want it when you want it at the slow speed - ie, maybe at height your instructor will let you follow a road or some features... cuz guess what landing is?? Slow flight!First couple times i did slow flight, early in my lessons, it seemed like it was just a box to tick but after changing instructors and enough time passing, the true value of really absorbing slow flight sunk in and landings started to become less of a frenetic sequence of events and more of just a nice controlled slow flight where i just happened to be on the ground at the end! Hell, do several lessons in it if you need!

 

adam

Certain advice could be a problem for the communication and relationship with the most important two people at this time, (the student and the instructor). It's better to prevent a problem rather than fix it. It even happens when you have a substitute instructor sometimes in place of your usual one, particularly in the INITIAL stages. At my stage of life I couldn't care less about having a different instructor, but that is not what we are talking about. There would be a wide variation in the way the syllabus is presented by different people. TOO much? I don't know, but it could be a problem. There are a lot of "rugged individualists " out there, perhaps here too. Nev

I may be one of thos rugged individuals, but I reponded to the question in a way that I thought would be helpful, plus raise a bit of interest. Anything we read on the web should be carefully thought about and not taken as gospel. It is even possible for your wods to be misinterpreted, and that could lead to problems, but the advice here is usually worth what it costs. Sometimes worth a lot more.

...in any case, in reality its not as though the guy (OP) was actually asking anyone to teach him how to fly or do anything for that matter over the forum. Having recently been in his shoes only a short couple years ago I can assure you it is just a normal part of the learning process that you want to vocalise your anxiety or questions to hopefully a sympathetic audience, talk it through, that sorta thing.Nothing wrong with that in my opinion, and i don't think every time someone asks a question that it needs to be jumped on with wailing and beard pulling and wrapped in disclaimers.... he's just looking for a bit of reassurance and maybe opening his mind to different ways to consume the info his instructor gives him, that's all.

Thanks to everyone who replied to this thread. If I asked the question again I would certainly phrase it differently. The intent was to get some tips in preparation for the lessons and not to gain advice that is any way conflicting with anything taught from my instructor.

Sorry for the confusion.

I like the word co-ordination. At slower speeds, when your ailerons are less effective, the value of being co-ordinated with rudder is evident. Students really benefit from a few minutes of 'co-ordination practice' during every lesson. It's nothing difficult or dangerous. Simply roll into a co-ordinated medium aob turn to the R or L - then reverse the turn in the opposite direction - then reverse it again - then again - then again. If you achieve 'co-ordination' - the little ball stays precisely between its' lines, and the aircraft avoids the 'fishtailing' effect. Ask your instructor before scaring the daylights out of him with an undiscussed manoeuvre though. happy days,

My instructor has been drumming into me the importance of the rudder and keeping the aircraft coordinated. I find that if I use the rudder properly everything just feels smoother and the less I have to move the stick to keep on course.

circuit work is pretty busy. get a good nights sleep, a good breakfast and avoid juicing up on coffee before the lesson

Good understanding of the drag and power curves and the CORRECT use and effects of flaps and you should be on to a winner. J's have plain flaps?

Feet... use them: properly.

Enjoy it. Slow flight is fun and to be good at it is a worthwhile aim. I really enjoy pulling up alongside a slower plane and keping with him with my nose in the air and that loose sloppy feel in the controls. when you can do it it is unusual.

Thanks, I will go and check out these topics.

Cheers.