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Pearo

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Everything posted by Pearo

  1. Pearo
    Almost all traffic overflies YRED, and yes it is at 1500. YRED is a unique example though, and climbing on downwind is almost certain to end in a separation issue. Most outgoing traffic remains at 1000ft until well clear of the field.
  2. Pearo
    Time can build complacency as well as experience. In aviation, it pays to listen to what everyone says.
  3. Pearo
    I will quite often overfly to check the windsock and to get some situational awareness, especially if its an airfield that I am not familiar with. I also overfly almost all the time at YRED because that is the standard procedure, and only occasionally will I do a base join and only ever if there is no traffic on the CTAF. As for height, well there is no 747's landing at most ALA's I land at that would be 1500ft. About the only time I wont do that is a regional strip where I know there is RPT traffic. The great thing about RPT though is they tend to use the radio, unlike a lot of rural cowboys.
  4. Pearo
    The problem is not joining aircraft, but people who are overflying to join. Overflying aircraft are likely only going to be 500ft above circuit height, so it makes sense to avoid climbing in this area. CAAP says "Aircraft should depart the aerodrome circuit area by extending one of the standard circuit legs or climbing to depart overhead". Climbing out on downwind is not flying contrary to the circuit direction.
  5. Pearo
    This is what I would do, in fact I would probably remain at circuit height until I have passed the point where you turn base. Even thought there is no explicit rule, I personally would not climb out on downwind, you are just asking for a separation issue with incoming aircraft.
  6. Pearo
    Typing to fast! You are correct. Use the rudder to keep the aircraft balanced, not to steer. Cant edit the post either, the option goes away not long after you post it.
  7. Pearo
    I said in a post a while back, that if think using rudder turning/on final is good you should get a competent instructor and get in the air and try it. As part of my training, I had to to turning, descending and climbing stalls and various combinations off all. Whilst its all good training in stall recovery a lot of it was to demonstrate what can happen during take off and landing. Doing that type of training also helps demonstrate the conditions that occur approaching a stalled state.
  8. Pearo
    She is back online Took IVW for a run today, flying like it was when it was brand new. Engine only has a couple of hours on it, so run in duties which sucks a bit.. Went Redcliffe, Caloundra, Kingaroy Redcliffe. Been a good 6 months since I flew this plane, forgot how lively it is! Cant remember the name of the mob that did the repairs (should know, been up there now, they are at Caloundra) but they have done an excellent job.
  9. Pearo
    Please take your religious crap to the off topic area pls.
  10. Pearo
    There was an incident recently at YRED with an aircraft making the same noises. It every aviators worst nightmare, so I promise you every single person in that audience would have been standing there quietly geeing you on and hoping you got back on the ground safely. For you, it may have been sweating bullets, but those on the ground are doing the same on behalf of you! Glad it all turned out ok for you!
  11. Pearo
    just starting playing with raspberry pi for a commercial application, impressed so far. Since I have one here and since I need to get intimately familiar with it I might have a crack at making one of the ADS-b receivers. BTW, I just received altronics junk mail in the mail,a nd I noticed they are stocking rasberry pi 3 for $80. Not the cheapest in town but if you need one straight away.
  12. Pearo
    There is a about 70-80 hours that you make up on your own by just flying, of course you would be mad not to spend those hours actually doing something constructive. As far as I am aware the instructors still need to be aware of the flight so it can be logged as time toward your CPL. I split some hours with other CPL students so I can venture further at less cost. There is an integrated CPL150 course, but I am not sure how many places will offer that since part 61 came into play. The standard CPL course is 200 hours.
  13. Pearo
    Good question, but seems to be the case for the non metro class D airports. Metro Class D never request it.. Time for me to research the AIP, I am just parroting what I was taught.
  14. Pearo
    I pipe up at Sunny Coast more, because when you report abeam they normally then say report clear of the zone. Gold Coast (SSR) is a little different obviously. Next time I will just report clear of the zone unless requested otherwise!
  15. Pearo
    $150/hr is cheap for GA! I am in the same boat(aircraft?) as you. Well paid IT job, want to do aviation for a late career change, dont want the pay cut. I am also beyond a reasonable age for making an airline career out of it (plus there is no money in aviation until you are in the left seat of a jet). I dont want to make money from flying, but if I could offset the cost I would be happy. There is a fair to good chance I will do a CPL in the next few years, but I already have the hours so I am lucky.
  16. Pearo
    Just a quick question, not relevant to area controllers though. When transiting CTR , you request clearance at or around the reporting points (thinking Gold Coast and Sunshine Coast here), ATC normally ask to report at the zone entry and then abeam the airfield. Sometimes they just give you clearance with no request to report position, and I can tell that it's always when they are really busy. I always give a courtesy call abeam the airfield. Should I just shut up and keep flying?
  17. Pearo
    Does hour building for CPL have to be done in VH registered aircraft? FWIW, the hour building part is cheap, the dual instruction is where it gets expensive!
  18. Pearo
    Spewing I missed it. Even though I canned it for other reasons, I doubt I would have been able to get out of Brisbane anyway due weather. All going well I should have my PIFR by this time next year, so no excuses.
  19. Pearo
    I was planning on going, but work interrupted me. I also got scared by Sydney airspace! I will be doing some work in Sydney soon, so I plane to find a school and get familiar with that airspace.
  20. Pearo
    Dont worry, I went solo 3 times due to motorcycle crashes interrupting my training!
  21. Pearo
    You can. bigger lines and stronger pumps have nothing to do with anything. Vapour pressure aside, most of what you say is nonsense. Aviation petrol is controlled for various reasons. Octane: to prevent detonation. Standard service station petrol around the world uses different tests for octane rating, aviation petrol is the same. Volatility: Petrol on the ground deals with fairly constant temperatures compared with aviation, so depending on where you live will depend on the blend. Aviation fuel on the other hand, it needs to go from local temps to say 14000ft temps, maybe higher, so additives are very different. MoGas may have a higher vaopour pressure, but it might not also. Polarity: You are talking nonsense. Static Charge: irrelevant for avgas v mogas. Aviation Kerosene is a different story. The key here is that AVgas in Australia is the same as the US, or the UK, or anywhere else in the world. MoGas blends are local and also vary with each distributor. I.e. Local BP and Caltex service stations might source their fuel from the one distiller, but the distiller will blend the fuel based on the customer.
  22. Pearo
    Thanks for that!
  23. Pearo
    Been a long day.
  24. Pearo
    I give up.
  25. Pearo
    Woops, thats not anger flight, but angle flight. Mods can you fix?
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