Pearo

Nah, Start engine, enter flight plan, establish in circuit, engage AP and press NAV button. AP disconnect to flare and land!! G1000 is great, I love it and I love the integrated AP even more. When I fly that plane, it spends most of its time on AP. This trip will also use AP, but on ALT hold only. No GPS or flight plan in the system other than any RNAV approaches. Paper charts and whiz wheels all the way. Gotta keep it real. I actually enjoy DR, its the way I learned to navigate across oceans in boats, and its the way I was taught in aircraft. As a boatie, I tend to distrust GPS, its a good aid to navigation, but should never be used as a primary resource. FWIW, I am getting the hang of OzRunways now, and I have a backup iPad. But I still carry paper charts and a paper flight plan. I have been navigating for years on my boats with a GPS chartplotter, but the same rules apply. I will not go to sea without paper charts period.

Good to know. I am pretty careful these days . Its one of those things that was hammered into me whilst going from RPL to PPL. These days I can usually hold that 1500ft within parallax error of the altimeter! During my PPL phase of training, I really struggled to hold altitude, I think its 200ft to pass the PPL. Now I can hold 100ft easy.

From what I am told, once west of Emerald it gets pretty featureless, so I think I will plan to fly roads anyway.

G1000, luxury!! No need to adjust the DG in these modern cockpits! But interesting you should say that, because I reckon I check the DG every 10 mins or so in the analog cockpits. Just one of those things I do, as soon as I get bored its a full check of everything, got to keep myself busy.

Yup, plan is to fly as high as possible. We might even try 12000ft on the IFR leg if we can climb that high!! Fortunately we are not on a time limit. Talking to on of the other members at the club who has flown the same aircraft to Longreach twice, he said it took 4 hours once, and 6 hours the next time due to headwind Water, very good tip.

Occasionally when its really busy in the circuit at YRED, sometimes I find I might have busted the Brisbane CTA by maybe 100ft or so. When I realise I very quickly push the nose down! At what point will you normally issue a VCA?

Just say the CTA step is 4500. I assume ATC will not clear you to fly at any lower than 5000, or most likely 5500 for us VFR folk. The only time you will be cleared to descend below 5000 is if you are leaving CTA, and in that case I have always been asked to report passing 4500 (which at that time ATC will approve frequency change). Our awesome ATC mates on the air usually give a report on VFR traffic in Class G below if they have radar coverage. In the aforementioned case, I can descend from 5500 (with ATC permission only of course) to 4500 where I will be approved for a frequency change. I have done this at YRED before. Descend from Brisbane CTA to the 1500LL at YRED which is the overfly height for the aerodrome.

So this will be the first decent Nav since my PPL. Will also be my first trip into the red country with not a lot of ground references. Sharing the flight with a CPL student who is hour building. I want to do this trip as a pure DR exercise with no GPS (even though we are flying a g1000 cockpit). Rough plan is Redcliffe, Emerald, Longreach (overnight) Charleville, Redcliffe (stops at each point). The other person I am flying with has enroute PIFR, so I think we might fly at least one leg as IFR which will also be a good intro to me for my upcoming IFR training. Might also include Roma so we have a couple of places to attempt RNAV approaches (the only time GPS will be used hopefully!) Looking for flight planning tips, good alternates, potential places to stop and have a look, good waypoints for DR nav etc. No Coastal Nav either, that is too easy. Plane we are flying (C182) has about 6 hours endurance, although I am not interested in spending anywhere near that amount of time in the cockpit! Thanks!

I was back seating in a Bonanza (VH-RMM). I was at YRED from about 0800 to maybe 1300, and only 1 hour of that in the air. And yes, it was a good day for flying. Makes a change from all the crappy weather we have had lately!

Was the solo at YRED late morning? Pretty sure I saw it! Congratulations!

I say tailwheel, because most of the aerobatic planes are tailwheel, so its just an added bonus to get some tailwheel experience. I dont plan on getting endorsed on aerobatics or tailwheel, but you never know. I get more kicks out of learning that the actual flying part (not to say I dont enjoy flying though!)

I have not done fully developed spins yet. Took me long enough to manage steep turns and incipient stall/spin (whatever you camp). But I got past that, and I know I can get past fully developed spins with enough practice. So I am going to do it at some point. The problem I have now is what to do next? I have the PPL now. Today I bought the IREX books and plan to get an IR next. Maybe I might mix that up with some tail-wheel and unusual attitude training.

Took my fave 182 out for a spin today with a CPL student. Left YRED, tracked coastal (after a small diversion around Sunny Coast for an Airbus) to Double Island Point and Rainbow Beach. We then followed the Sandy Straights all the way to the top of Fraser Island back down to Eli Creek then went west to Hervey Bay to switch pilots. At YHBA, I took the right seat and got to do some sight seeing, starting to thing I enjoy being PAX as much as I enjoy being PIC! We booked the same plane when we got back to head to Longreach in 3 weeks. My intention with this flight is to DR all the way using paper maps only. Ipad will be stashed and G1000 will be switched off moving map mode.

This is correct. The paper (book) that DJP supplied looks at making rides in small aircraft more user friendly. When you refer to rolling moment as a result of yaw (Clr), the author suggests it should me minismised to prevent spin entry. They dont give figures of lift derived from yaw, but they they do provide some data based on wing design. They also provide some detail on the tail contributing to roll. At the end of the day, unless you really jump hard on the rudder at speed, there is going to be very little lift as a result of the difference in wing speeds.

I had to work today thought you might have scored a good day! I always say that your biggest achievement is going solo in the circuit, but that first trip away as a licenced pilot is pretty awesome too!

Thats a solid read. I did fluid mechanics at uni and I am struggling through that big time. For a laugh, I tried solving some of the equations, I failed. The young fella that works for us did a double degree in math, so next time things are quiet I am going to put him to the test. I dare say that paper is aimed at post grad aero mech people!

I went for a quick spin today at YRED, did a couple of circuits then a lap of Bribie. Last flight was 4 weeks ago, seems like months! Awesome conditions in the air for this time of year! I think you might get lucky tomorrow too!!

Ok, so it seems said report is actually a book. I found a digitised copy online, that is pretty hard to read. a PDF would be better. Trying to see the link to a Cessna 182 data. To me all I can see now is a table that shows the effect of yaw in increased wing speed as a result of wing geometry. As I suggest earlier, this is going to be negligible in most GA type aircraft and that reports suggest its wise to design a wing to reduce that effect.

Neither seem to provide the paper you cited, or at least its not obvious from the searches I performed. Perhaps you could drop box it for those of us who are not privy to the report

Sounds like the place to go. In fact I think I have them recommended to me before by someone else. I was planning to fly to Wings over Illawarra this year, but I think I might head down to Sydney first and get some instructed practice of the area first. Victor 1 is my main interest, but it would be handy to get a feel for the western routes through camden and bankstown as well with someone experience sitting next to you..

I am probably going to be working in Sydney for a while soon, and I am keen to do Victor 1 and the scenic. Any recommendations for schools/clubs, preferably with a late model 182 (or maybe even a 200 series cessna so I can get some experience!). Decent instructor a must!!!

Link pls.

Which aircraft manufacturers use West System 105? (note I do use WS 105 with carbon, but that is on foils immersed in water!)

Congratulations mate. Now get out there and enjoy it!

I said decomposition temperature, which is where the material breaks down. I am well aware the the glass transition is below that.