Ryanm

You can be employed by someone as their company pilot without it being a commercial operation. So long as you are only flying company employees and not fare paying passengers (or freight).

An aircraft owned by a company, flying company employees is considered a private operation. But the moment someone steps on who has paid for a seat, then it becomes a commercial one. Many companies operate aircraft privately, and when not required, often fly charters.

It's acceptable... and only considered if an immediate reland is required. eg Uncontrollable engine fire in IMC.

Then I wouldn't recommend a GPS/DME arrival

Reversing the GPS/DME arrival is also an option for a turn back. Thats what we brief prior to departure in the event on an engine failure in IMC. Just be careful relying on the obstacle clear gradients for the runway, they only go out to a certain distance then you are on your own. Flying in a straight line wont guarentee terrain clearance beyond the surveyed area. CAAP 89W-1(0) explains some of it. http://casa.gov.au/wcmswr/_assets/main/download/caaps/drome/89w_1.pdf

You don't need a clearance as such unless you're in CTA. You do however need a traffic statement from ATC regardless of where you are.

I haven't tried it on FSX but the older versions you could just copy/paste the cfg files off the CD.

Howard Huges is correct. The min vis/cloud base required for an IFR departure depends on the aircraft. Unfortunately the DAPs don't seem to have the requirements on the charts. They are published on the aerodrome chart in Jeppessen. One thing that you need to be careful of is terrain. You may very well depart but then smack into a hill. You need to make a plan on how to depart the aerodrome in IMC safely. Each chart shows the MSA (Minimum Safe Altitude) within 10nm/25nm. You need to get above this ASAP. With no SID, the only way to do it is to stay above any DME steps, climb in the circling area or stay visual. We need to be on track within 5nm of the departure aerodrome. This is done by using an intercept heading that will put you on track. Then use either NDB, VOR GPS or DR to stay on track. If in CTA, the controllers will vector you around and then send you on your way. As far as tuning aids along the flight. You are right, basically tune to stations that will be of use to you. Use VORs and NDBs to cross check your position when you can. DME is easier as you will know the radial and distance :)

Just to clarify someone elses post. The currency requirements for an Command Instrument rating is three hours IF time in 90 days. Not 30 days. Same for NVFR and IFR at night, three take offs and landings within the last 90 days. Exactly the same as Day VFR requirements. If you move an aircraft under its own power for the purpose of flight, then you are operating it. Regardless of where you are on the airfield.

Better to be safe than sorry mate. If you don't like the conditions, then don't go. Anyone who puts pressure on you is an idiot! It goes both ways of course. I have seen with my own eyes what can happen when someone goes for a fly when they were warned about the conditions. Unfortunately for the pilot concerned he was not the most competent and wouldn't take into account what some experienced pilots said. No one was hurt but it ended in tears!

Might be worth putting this on AFAP.org.au?

Doug, although what you say is true, I don't think that is the person he is refering too.. there are other ex and current airline pilots at Aldinga.

Started reading it but lost interest. I read somewhere that he was in fact caught out by someone who he mention in his book. Eg, his take on events are not exactly as it happened. This is before it even gets to the A380 story.

Adelaide Biplanes at Aldinga have done a few courses.

Maybe some are a little confused as to the running on the GPS. I have an iPad 3 3G (4G???)16GB. I turn off the "Mobile Data" before departure as this kills the phone and 3G signals. It allows the GPS to operate without the assistance of 3G. I have had no problems doing this. Don't be under the impression that you need to be within 3G coverage or tethered to a wifi network for the GPS to function.

If we have the pressure altimeters 1hpa out the wrong way, we could very well be below minimums on an instrument approach!

Congrats mate!

Performance calculations are something that unfortunately does't seem to be drilled into students as much as it should be. You will be on your own if you decide to depart on a day outside the performance charts of the aircraft (insurance wise anyway). Having a "feel" for the aircraft is one thing, but it might bite you one day. That video doing the rounds at the moment is a good example...

I agree its a load of crap! Doesn't make the slightest difference.

Ah yeah forgot about the NOTAM changes. Next time you look an at an Area Forecast, check the box marked "head office NOTAMS" which will include them. It can be a very slow process, it can take several cycles before a change to an aerodrome shows up in ERSA. Having said that, it looks like Geelong has been removed from the charts (According to the AIC)

Changes to WACs http://www.airservicesaustralia.com/aip/current/sup/s11-h74.pdf Changes to the others http://www.airservicesaustralia.com/aip/current/sup/a12-h09.pdf

Yes as BHI is a "security controlled aerodrome" with RPT.

You will be very unlikely to get a mutli-engine job with only 600 hours let alone turbine. As facthunter has said, with a bare CPL, you will be competing with a lot of other CPL's in the same position. It seems the best way to get a foot in the door is to head north to a place like Broome or Kununurra. Even then it isn't easy unfortunately. Basically be prepared to go looking for the job, and this may very well mean living at a station, or community well away from a major city. There is now the cadetship way as well, but I would have a good long look at the fine print. In a nutshell there really isn't an easy path to get into the commercial world. A lot has to do with timing (Being ready when the market is calling for pilots). I would strongly suggest studying a trade or a uni degree or anything as a back-up for the off chance that the flying doesn't work out.

If you are suspect or aware that the aircraft isn't insured, then I strongly suggest you don't continue to fly it. Especially at the training stage when accidents can and do happen. My suspicion would be compounded if said flying school were reluctant to talk about it. I don't quite remember how insurance works with RA-Aus, but the aircraft itself is insured through a company such as QBE.

G'Day I've got the best part of a 1000 hours in the Sportstar. Very easy to fly, very light on the controls and performs quite well. One big issue we had was cooling in the cabin... big perspex bubble canopy heats up quickly in the summer, not so bad once your in the air but still the "SL" had much smaller ram air inlets than the original Sporty. Another thing that I found slightly annoying was the electric trim... very sensitve and hard to get 100% right initially. The older Sporty had the manual lever style trim control between both pilots.. not a lot of room there! As John has said, the view is great. It's got a big dash with room for extra gadgets etc.