Ryanm

The standby AH is powered from either the 28VDC Main Bus #2 or the Essential Bus, so he must have lost the battery too?. But the ASI is not a powered instrument, the only data it receives is Pitot and Static pressure.

I had a fella in an Sr22 Cirrus with full glass instruments have a main BUS (power system) fail that took out every instrument either totally or partially, no radio, no ASI no ALT, declared an emergency via his mobile phone, returned through Melbournes busy airspace to land at Essendon. He landed well above his usual landing speed as he had no idea how fast he was going. So it can and does happen, if you can manage without them good luck to you but I'll have a backup to my electronic stuff, in the Drifter maps don't last long but if I'm on a long NAV I'll have what I think I need to survive.

Just a polite thing to say, but some check captains cringe when they hear a crew say it. It's generally something you hear when you make first and last contact to a particular controller.

On page GEN3.1-3 of the AIP it states that the NOTAM "codes" can be found in ICAO Annex 15... Which is available off the ICAO website for $109!!!

I'll have a closer look tomorrow when I have my other manuals with me.

For info, the aircraft that landed up on the cape was a VH registered Jabiru. It landed on an old air strip well south of Weipa. It was communicating with several aircraft shortly after the landing and for most of the afternoon. They stayed the night in the aircraft and and were retrieved the following day.

ERSA and the AIP http://www.airservicesaustralia.com/aip/aip.asp?pg=10

If Mildura weather was fog affected they would have been better to try an approach at a major airport where more support would be available. Getting assistance from a Qantas plane might be giving weather info (.RVR etc) Certainly the crew were put in a crook situation. Weather observers were taken out of the system years ago and I don't think they do as much air mass analysis either , now, so I question the forecasts having been caught out myself a few times. It won't hurt the industry to have a PROPER investigation. Australia is not overpopulated with good aerodromes that provide suitable alternates. Nev

The TAF that the crew had prior to departure didn't require an alternate, unfortunately for the crew, it seems that they didn't get the revised TAF issued during their flight. How ever they were made aware of the situation and told the weather is now below minima on descent. If you look at flightaware, you would notice that the aircraft leveled out at F170, climbed to F250 and diverted along with a QF737. NO CREW would ever divert away from a major city airfield without first crunching the numbers and deciding that a diversion is the best option.

As a turboprop or jet climbs, they burn a lot of extra fuel, and so once the decision is made to divert, there is generally no going back. Especially if you weren't carry alternate fuel to begin with. If you divert while still in the cruise, you have a much longer range as no fuel has been burned in an approach/missed approach and climb. More range+ more options....

Well done to the crew (and all their support staff) for getting the aircraft on the ground safely!

It's best to use what ever flap the POH says to use.

Not the written rule, but my theory is; If its got a big fence, you probably should have your ASIC handy.

The AFP can challenge anyone on the field, I've seen them escort people land side as they didn't have one. When I was working on the line in Adelaide, we were challenged EVERY night by AAL staff.

I see that Jandakot is on the list of controlled airports. My ASIC, which I've just renewed too, lives out of sight in my headset bag. I'm still waiting for someone to stop me when I walk out to one of the planes or into the maintenance hangar, but I don't think it's going to happen.rgmwa

Not attacking anyone personally here, but it's a shame that these reg;s don't seem to be included in any training. Yes there is an "Air Law" exam, but it only really scratches the surface, to the point where a lot of pilots think that they are the only rules applicable. I would recommend going onto the CASA website and having a good look throughout. Also have a look at the AIP which basically explains the rules in a practical sense.

It's 500ft mate, regardless of what aircraft you are flying. That's what the regs say...

Looks like an updated version of the Columbia 400 to compete the the Cirrus again. Cessna bought out Colombia a few years back but it seemed to have quietly been pushed to one side for a while?

What about the "Commodore Station" strip? It's about 10-15kms south of the hotel. Not a bad strip, I've landed a King Air in there. Or is that the strip that is now closed?

Great food!

Doesn't take too much time to change a wheel assembly, and they often use re-treads. Each maintenance will have several ready to go.

Simply put... weight... any motor to spin the wheels (there are a lot of them) would add more weight. I'm guessing the weight penalty would outweigh the cost of replacing worn rubber.

What sort of plane are you going to use? You can't tow anything with an RA registered aircraft. To be able to tow, you need to be endorsed and have permission from CASA. There is a lot of paperwork to do!

Don't use 121.5 (Guard) for chatting to mates! 123.45 is marked on charts for aircraft operating oceanic.

"I am Borg-I never get lost" Sapphire, I don't understand this quotation, maybe you can enlighten me. My name is Borg and I can't say that I have never been lost, but I have always worked out where I was eventually.As far as I am concerned tha GPS is a good aid, but watch it with a jaundiced eye. I had an aerial come off one day while on a cross country flight. No problems, but the gPS does make it easy togive an ETA or distance and bearing from a known point to another plane. I don't trust it after seeing it point off 45 degrees from my destination which was in sight. It did that 3 times on a there and back trip.

Not the model aeroplane club O'Halloran Hill? Corner of Majors Rd and Lonsdale Rd....

Huntfield is pretty close... as far as I'm aware there is no other strip between Adelaide and Aldinga.

Overflying aircraft may turn them on during training... as has been said.. best you know how to use it rather than trying to figure it out in IMC on an instrument approach.

I highly doubt the crew of a 737 decided "bugger it lets go anyway"....

Personally I think this is a great topic. Regardless if you have a rec pilots certificate or an ATPL; having an idea how the lights work may save your life one day. Much like instrument flying during PPL/CPL training.

How to operate the different lights PAL vs PAL-AFRU are in the front of ERSA and the rules regarding their use is in the AIP.