Pearo

Yup, nil injuries from flying..

On the weekend I decided to put my boat up for sale.... To finance a faster more crazy one

Maybe I should consider buying a plane instead. Could probably pick up a half decent one for the same price as a fast racing catamaran.

I started my training, then broke my tibia and ACL (trail bike). Restarted my training then hit a kangaroo on my road bike and broke an ankle. Finally managed to get my RPL. Done about 30 hours private hire since. About to do my last instructed nav, then racing my boat (sailing catamaran) I somehow managed to mangle my finger 2 days before the flight.. The latest injury should only take a few weeks to heal I hope.

All these injuries seem to come about 2-3 weeks out from a flight test. Very annoying.

I'd like to see those. Picture's worth 1000 words!re: the above - I've had just that thing happen to me at Goulburn. Gets your attention in a hurry when that head/cross wind suddenly becomes a tailwind!

Last week I was observing some awesome cloud conditions showing how local wind conditions are affected by moutains, I really wish I had taken photos. Also spotted some lenticular cloud just west of YRED yesterday, was out racing yachts so could not take a photo, but I have never seen that here before.. Sorry, weather nerd also.

May I add, that you will find me on pprune also, and I have developed a good relationship with a couple of people there. There is some good info there, but a lot of old cronies stuck in their ways, people who think taking risk is what makes you a good pilot. Here you will find more Aus specific stuff, and less of the basic infighting (although that still exists here to some degree). pprune is a great forum, but you need a better bullshit detector there IMO.

The wind can change so much at Redcliffe. I did 4 circuits, full stops, a few weeks ago, the first 2 the wind was blowing for 25, then it changed for the next 2 for 07

Here is a cool pic I took of different wind directions at surface v altitude. East wind on the surface (windsock), west wind at about 1000' (smoke). Its days like where you go to land on 25 only to be greeted with a tail wind on the surface. From the air you can often see this by looking at the point of a fire.

I have also taken photo's at sea of rain that shows wind shear and coriloas effect.

Not sure, but I bought a set of PFX and not happy with them..

I can't decide between the bose A20 and the Lightspeed PFX. Unless you know people that have them, you can't try the out.I have a hearing problem so I want a top quality set.

BUT, let me say this, when I first started flying, I researched headsets and ended up with buying a set of telex stratus 50d's. The Stratus 50d annoy me because the ear cups dont last, but they are by far the best headset I have used. I have flown with bose, DC, telex and lightspeed now, and I will put the telex at the top of the list if it was not for the earcups.

Anyway, I hate the PFX, and I only continue to use them because I wasted so much money on them. I think my last flight sold me, time to go back to the telex.

Which runways were you and the other guy using?

Technically I was not wrong, there was no one in the circuit and local regs prefer 07 for noise abatement rules. It was southeast wind in the air, but on the ground it was a very mild westerly. I called it on 07, i was the first in the circuit and broadcast my joining, base and final.

I used to fly circuits at Archerfield in a Piper Archer, when I had a C150 in front of us we didnt have a choice, we either slowed downed to their airspeed or we flew a wider circuit to keep station to them. Its not a problem, we are all aviators.

Well, it wasn't me, mine were tight. Took off at Runway 25 at best rate climb, 200' flaps up, turn right xwind at 500' head to the bulge in the mangroves, turn downwind and level off at 1000' at the bulge and aim for Scarborough Point. At 45 degrees to the end of the runway, turn base and start descent with flaps. Turn final at 600 or 500', and land, touch and go. I don't think I was more than 2 nm from the runway at any point. This was my routine for 55 minutes. My instructor was telling me when to commence my turns for most of the circuits, so I doubt it was me.Tony.

Dont get me wrong, not accusing you (or your instructor) of being the local pain in the arse!!! The joy of rental and training aircraft is they are used by many an instructor and student. I have been guilty of being the pain in the arse once or twice also (ask me about landing on 07 one morning when the surface wind was favouring 25).

No, that isn't 7600 doing the huge circuits, but I know there is at least one aircraft that does. I think their downwind leg is somewhere out near Beachmere. Makes life difficult for everyone else.

Another one here with a fear of heights, and actually started out with a fear of flying. Now an RPL holder with abut 150hours under the belt! Given I was sedated for my first ever commercial flight, its just goes to show that anyone can conquer that fear! Good luck with it all, and hopefully you end up like me with a nice new expensive hobby!

I know that aircraft, its the one that can always been seen flying the 747 sized circuits, often turning base 07 somewhere near the bruce highway (or further out). I hope you are keeping tight circuits!!

A flight review shouldn't take anymore than 30 to 40 minutes IMO. That is all mine have ever taken. If it was going to take more than an hour and a half, I would be taking my business elsewhere .Having said that, if a pilot takes an hour and a half because he/she is hopeless. They would probably be better off taking up knitting as a hobby.

Where I am, 20 minutes is burned up just getting to and from the training area.

It's helpful to know if someone is first (or low time) solo, ATC tend to give instructions at a slower pace, give a more thoughtful eye over compliance and provide whatever assistance they can. Nothing wrong with planning "RMK/First Solo Nav"

Draw the runways, and the aircraft circuit track on a piece of paper. If there are fixed Inbound points, mark those also (not to scale), then fly the circuit on your desk at home, speaking all the correct phrases until you can do it in a very relaxed manner. That will take away a lot of the nerves, and give you valuable time in the circuit to make faster decisions which again will give you more confidence. You can't expect to get up to speed in a 12 aircraft circuit after one or two lessons, or a quick visit every five years.I've always found the ATCs to help as best they can, but remember that a busy circuit is like a running hose - it has to keep running at speed, and correct positioning + standard phrases allows everyone else to understand exactly where you are and exactly what your situation is so three or four of them can all reposition.

 

Learn also what's involved in slowing your aircraft towards the end of downwind, on base and on final if you have multiple aircraft in front of you and you otherwise would have to go round.

 

Try to learn the climb rate and cruise of the half dozen most popular aircraft, so you can plan your leg lengths for maximum separation/quickest landing. For example if you see a C150/C152 way out from the rest of the aircraft it's not because he is a wanker, but because the aircraft is low powered and will be a long way out before it gets to 1000' circuit height. If you hear something like a Baron, he will likely be up your tail so you need to modify your pattern slightly to gain some distance ahead of him. All of this does take practice.

WRT to slowing down for slower aircraft, I get that too. There is one particular aircraft that always flys 747 circuits at YRED, and its a slower aircraft than 172. It pisses me off no end, but all you can do is deploy some flaps and slow down as much as you can. I am getting good at doing this, and its one huge advantage of flying in Class G.

PeroAgree with everything you say on the issue of flying CTA, a word of caution though plan an alternate route OCTA prior to your flight in case you don't get the clearance ATC are generally very accommodating and will clear you if possible but priority is given to IFR and traffic separation for the big boys.

 

You can be merrily scooting along request your clearance at the appropriate time only to hear back ABC standby 1, the next thing you hear as you are getting ever closer to the boundary is ABC clearance not available remain outside controlled airspace. If you don't have an alternate plan at this point in time and know where other surrounding airspace is then the workload can get pretty high. If it is a weather related (or other) issue e.g. weather has closed in around you and the only option is through CTA the in your transmission change request to require and they will make room for you but you will no doubt be answering a few questions when you get on the ground.

 

Remember the 5 P's, Prior Planning Prevents Piss-poor Performance (maybe 6)

 

Aldo

I have only been denied entry into CTA once, and that was into Gold Coast. I had to orbit at Q1. I now plan holding fuel when landing in Class C or D.

I did my CTA flying many decades ago and have avoided it since, for no good reason. I know you are right and will make the effort to get up to speed with current procedures. Thanks.

I also know a couple of ATC's, and they are always encouraging me, although they may change their opinion when they talk to me in the air!!!

G'day Nijba.Forums are a fantastic place to share ideas, gain some insight and swap stories. Unfortunately, they can also be a source of great confusion and can erode some of the foundations your instructor will (should be) be laying and building on during your training.

Your questions are excellent and show you have a reasonable grasp of some of the basic concepts, however, your Instructor is the dude i would be discussing the more complex things with. He/she is trained to impart the correct information, at the right time and lots of pilots like to have a crack at explaining things as they understand them, which is where much of the confusion comes from.

 

There are a few subjects that you simply MUST understand properly to be safe, and some of those you have touched on in this thread.

 

Enjoy the conversations here, but grab a coffee, sit down with your Instructor and 'learn".

When I was doing the theory part of the PPL, this bothered me a lot more than it should. A pilot needs to understand some basic fluid mechanics so they can understand why a wing stalls for example, but how do you go on to teach that in simple method that does not require a 4 year engineering degree plus 10 years of practical experience. In my opinion, I think they need to do away with a lot of stuff, like the coanda effect, bernoullie, newton etc and go back to practical modelling. What they teach now is not what happens in reality, its much, MUCH, more complicated and in fact, a lot of theory that is taught is factually incorrect, confusing and very misleading.

If I can say one thing (which I dont think will pass a practical exam), is go read the book 'stick and rudder'. I forget the name of the author, but its sufficiently dumbs down the physics in a way that a non engineering type can understand. Its not perfect, but its a lot better than a lot of the modern texts that you read.

Disclaimer: I am not saying an instructor is wrong. The great thing about teaching is it helps you better understand the subject, so often an instructor is a good person to bounce questions off. Just make sure you can distinguish between the practical and engineering side of aviation, as they are very different.

I have often read that students who learn to fly in CTA are nervous about flying OCTA, and those who learn in uncontrolled airspace are nervous about CTA. I am the latter. Did my RPL in Class G airspace, and heading into controlled airspace made me nervous mainly due to the workload from learning all the new procedures.

However now, I have learned that ATC are not the angry, procedure nazi control freaks that I had somehow painted in my head (well they are control freaks, but I am pretty sure thats what we ant in CTA!!)

I think the turning point for me was heading into Amberly airspace last week for the first time. I now have a basic grasp of CTA procedure, so I was less distracted by it. But also, when enroute to Warwick via Gatton, they had to direct me around other traffic in an area I had never flown in before. I was asked if I was familiar with the area, and when I responded with a firm negative, they gave me headings to separate me from other traffic, and headings to get me back on course again. It made the navigation of unfamiliar airspace really easy, and actually less stressful because I was not constantly worried about trying to locate traffic around me (even though I still made sure I had visual contact with the other aircraft).

The weather was shitty that day, and there was a lot of turbulence (instructor rated it moderate), so en-route to Warwick they cleared me to a higher altitude on request which kept me in CTA a lot longer than I had planned for. Its actually nice to have someone maintain separation for you. On the way home, knowing the situation with the turbulence, I again requested clearance to a higher altitude than planned, and they controller at Amberly actually managed to negotiate a clearance into Brisbane CTA for me. So I had a lovely trip home to YRED at 5500 all the way from Warwick, and only started my descent overhead Lake Samsonvale. Had I known how easy it was I probably would have requested an altitude closer 10000'!!!

Now I am finding that I am trying to plan my nav exercises to stay in CTA as much as possible!! For me, I now see it as another way to increase my level of safety whilst flying, and reduce the workload of maintaining separation and broadcasting my location all the time. Most of my flying is going to be OCTA, but its nice to have that extra safety barrier when you can get it.

I was supposed to do my last Nav excercise today, but the weather put a a stop to that. Area 40 forecast suggested severe turbulence, so I was having no part of that. In fact when I rang up to cancel, the instructor had already made the decision not to fly. This is the last instructor led nav, then I am out on my own for one last cross country solo (which this time includes CTA!) before my PPL flight test!

As a bonus, my instructors have shown me how good ATC and controlled airspace is, and I now know as a PPL I will certainly utilise the services of ATC and will certainly plan to include as much controlled airspace as possible.

Long thread, but hopefully this might prompt a few others into getting CTA endorsements. Its overwhelming at first (and still is for me to some degree) but the more you do it the easier it gets and the more you appreciate it.

One last thing, if you have any doubts, call the tower and have a chat to them first. Like the BOM guys, they always seem super keen to explain stuff and help you out. I am sure its easier to clarify details on the phone before you head CTA!!

EDIT: Just thought I would add that I am 40 years old, so not a young brave fearless 16 year old just starting to learn! Not old by any means, but not a spring chicken either.

So there is a stalling speed, which has a corresponding stalling angle for any given aircraft at a given wait. It is to fly at this speed, at x weight, the aircraft must have an angle of attack of whatever it is. Correct?So which is the fixed variable? By the sounds of it its the stalling angle and the stalling speed is dependent on the weight of the aircraft. And by increasing the weight of the aircraft, for a given stalling angle (commonly 16 degrees) the stalling speed will INCREASE.

Is this all correct? Anyone confirm?

There are lots of things more dangerous than flying on a total casualties basis, for example lots more people die on the road than in aircraft, but it is not convincing to say that cars are more dangerous than aircraft.I reckon a " per participant " basis is more convincing, so here are some of the things I suspect are more dangerous than flying:

smoking

 

riding motorcycles

 

rock fishing

 

being overweight

 

being inactive

 

insulting Islam

 

It would be good to have some confirmation and some numbers... for example, I think that being overweight has twice the mortality of flying and being inactive is has 4 times the mortality of flying.

Ex smoker, rides motorcycles, occasionally goes rock fishing, am overweight and currently inactive (you can thank motorcycles, or perhaps kangaroos for that) and I insult islam on a regular basis.

I would just like to say, re the question of Mayday v Pan Pan, smoke in the cockpit is a Mayday. Any unknown aircraft malfunction is a mayday. Pan Pan is probably more suited to something like ATC putting you in a hold when you are on fixed reserve fuel. History has taught us that disregarding a failure as a pan pan can often lead to fatal consequences. If in doubt, mayday is the correct call, dont be afraid to use it (I say this as a person involved in marine rescue).

I had the Bob Tait books, and eventually did the Bob Tait Course. I reckon 90% of the questions I got in the actual PPL exam were what is found in the back of the Bob Tait PPL book.

About the only thing I struggled with is the Threat and Error Management shite, but I think there were 2 questions on the PPL and I failed both from memory. I got 88% in the end, I was happy with that. I think you can download a TEM supplement on Bob Taits website which should help you along. I still reckon TEM is a load of bollocks.

I vary my calls depending on a few things. If it's quiet I'll just make a circuit join call and then a clear of runways call, if there is someone else in the circuit I'll add a few extra calls when turning downwind, base or final unless I spot them or they acknowledge having at least heard me (only one thing worse than someone who gives too many calls and that's the ones who don't speak at all, yes I've been on the wrong frequency before too) if it's a mega busy place I'll call joining and then fit in only making further calls if needed.At YQDI I'm a bit lazy on my taxi calls and only use them if others are about or if I hear an inbound call while warming up.

It would be much easier if you could get the "chatter box" brigade to read and understand CAR 166 C.Silly statements like "that was what I was taught" and "I do it for safety" just don't cut it. On going irrelevant calls makes necessary calls difficult at times.

 

166C

 

(2) The pilot must make a broadcast that includes the following information whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft:

There are a few guys that fly for the other mob around here that still (they are twin drivers) make minimum of 3 calls per circuit, even at night! Irritating as buggery