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Pearo

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  1. Pearo
    I only just spotted this, been away for a bit so I may have missed the updates. Mate, seriously, I think the dog is gnawing at your heels now. I notice the part about you saying stuff about fitting in and ' being the norm'. I dont fit in the stereotypical normal part of society either, in fact I think you will find most of us here dont because we are all aviation nerds. I am probably further outside that realm too, being an engineer we are not known for our social skills. I am going to come back and re-read your posts tommorrow because I am tired now and I want to fully digest what you have said.
  2. Pearo
    If I know center is referring to me I will always pipe up and state my intentions, if only for the benefit of the other pilot. I am always glad to hear ATC tell me of potential conflicts, and like it even more when the other pilot aknowledges also. The plane I fly now has Traffic Information System, and its scary when you realise how much traffic you dont see. Since flying that plane, I have learned to always have Centre tuned in on the second com.
  3. Pearo
    What is the deal with VCA's? I know about them, but have no idea of the repercussions. Obviously, if I keep busting airspace, something is going to happen, but what is the normal procedure?
  4. Pearo
    Pretty sure thats it. There is only one Red one out of YRED as far as know, and thats the one that does the joy flights.
  5. Pearo
    From my understanding, the failure occurred before the power lines. I always pick landing spots when flying, but I always assume that all the good spots have power lines. When you have a failure, sometimes you become desperate. I had an issue a few weeks back and it was nothing, I could only imagine an engine failure.
  6. Pearo
    They can put all legal mumbo jumbo in front of you and make you sign it, but its worthless until tested in court. The problem here is that in any commonwealth country that adheres to common law (that was designed to be fair to both poor and rich) who ever has the best lawyer wins. At the end of the day, if you don't like the contract, don't sign it. If you can afford to buy one, you can afford to spend a couple of thousand for a lawyer to decipher the legal tripe. For those that buy with out legal and finacial advice, well lets hope they have enough liquid cash to cover any unknown expenses.
  7. Pearo
    On a serious note, I am pretty keen to get into one of these powered portable aircraft. Is there any reason for the failures/accidents or is just fairly typical failure rate of small aircraft? (ie, we always see the bad side, not the good side)
  8. Pearo
    What rhysmcc said. Rocky approach only handles the Class D approach (tower hours of course). So if you check you charts, rocky approach will be any of that Class D airspace above 1000ft. The Class C airspace is handled by BNE centre.
  9. Pearo
    ERSA says rocky tower handles both tower and approach in Class D (4500ft and below). So if you are flying into Class C contact BNE Centre on 119.55 first. Flying into Class D CTA, then contact tower for approach services. Likewise, flying into Class D CTA (ie 1000ft or less) then contact tower for clearance. This info is also on the VNC (and possibly the VTC) What level are you planning?
  10. Pearo
    SSCBD, sorry, my apologies. Thought this thread was about a 172 that crashed at Redcliffe.
  11. Pearo
    Thanks for the advice, but flying out of redcliffe you have no choice but to know how to fly in high gusting crosswinds because thats what you get a good half or more of the year. Adding 10knots to a 172 to landing speed is just as dangerous as removing 10 knots. adding 10 knots in a 172 will see you landing at 75knots, which is a good way to use up most of the runway floating. Its this kind of nonsense advice that ends up in the results that started this thread. Read the POH, that is the correct advice on landing in crosswinds.
  12. Pearo
    I have a huge advantage over most pilots, and that is I have spend the best part of my life chasing optimum wind conditions for racing. I can identify local features that modify wind patterns. I am always looking at wind gusts and directions on water, I look at smoke, cloud, squalls, etc. The stuff you dont expect on the ground at your local airstrip, is stuff I am exploiting when sailing! But, the part I am still learning, is when you transition from the ground to 100ft. You pick the surface conditions at YRED at ground level on a shitty day, take off and find the stall horn once you 5oft off the ground. The wind just shifts around everywhere and I still cannot figure it out. People are scared of landing in a solid crosswind, I often think taking off is harder. I can go around on landing and figure out the conditions, but taking off I only have one chance!
  13. Pearo
    Dont trust the windsock at YRED, it lies. The secondary windsock was tangled up for a while too, so be cautions about it. Being a sailor of 40 years, I am used to the local surface wind condititions in the area, but since I began flying I have realised that there can be a 180 degree windshift from ground to 1000'. I have also realised that the South Easter will get funneled through the hangers and affect your landing at around your touch down point if you are not doing shortfields. This is one reason I always try to do shortfield landings at YRED. I posted this here before, but worth posting again. Check the smoke v windsock.
  14. Pearo
    I had a cracker of a bounce when doing my MPPC endorsement in the 182, not aircraft damaging bad, but embarrassing bad. But I was taught in that situation to always go around rather than save it, so without thinking I just powered up and went around. The instructor at the time said I could have saved it, but applauded me from going around. The day I achieved that endorsement, as I was waiting to enter the runway, we observed a student from another school bounce the worse I have ever seen. He tried to do a go around but pitched up so much that the plane started entering a stall. Thankfully, he pitched down again to prevent the stall, but I thought I was going to see a crash that day. If you have studied at bob tait, you know that break times are spent observing landings on rwy 07 at redcliffe, so you get to see all the good, bad and ugly. Redcliffe is not very forgiving if you bugger it up. In the summer months its even worse with the regular 15-20kt crosswinds.
  15. Pearo
    rhyscc is correct. I regularly fly at the LL and I am clear of CTA. IF this is not parroted in the Australian legislation you will find it in the Chicago Convention (ICAO). I cant remember the exact definition, but I have read it, and I am pretty sure it is in the ICAO stuff which is adopted by Australia. Worth noting that Class E is uncontrolled if you are flying VFR.
  16. Pearo
    Lol.
  17. Pearo
    I have flown that plane a lot. Hope everyone is ok.
  18. Pearo
    speculation, speculation, speculation... must be casa fault.
  19. Pearo
    Links pls. I am one of the lucky ones, I dont suffer from depression, but I have buried half a dozen mates from it now and know a couple of people who suffer badly from it. I cant even begin to fathom what it must be like, but I have seen it blanket people and it looks truly horrible.
  20. Pearo
    They are actually going to restrict numbers on the VET-FEE courses at this stage as I understand it. I am off to tassie for a week, but I will ask the question of the CEO when I return. The current board, CFI and CEO are walking that fine line of the downturn in industry and over investing very well I think. I am all for the school part of the club doing well, as it means more and better aircraft for the members, but I agree with the current mentality that is preventing a dangerous situation with financial liability. Aplund, you are probably going to be better off finding a new school at YBAF considering the travel aspect, but if you want to come take a look at Redcliffe Aero Club send me a PM and I will take you for a fly in one of our 172's and maybe do one of the nav's (ie nav 5, see route below) or something like that. It will be a good refresher for me and you can laugh at my mistakes! I will be back in Brisbane on the 3rd april and plan to spend the best part of the following week or 2 at the aeroclub doing volunteer stuff.
  21. Pearo
    I have been guilty of doing taxi calls on BNE Centre a few times in my early days of solo flight. We all make mistakes. I have heard others do it too. Important part is that after a few mistakes doing it you tend to teach yourself a little check method to ensure you dont do it again. For me its to look at the TX light on the comm and make sure its next to the correct frequency as I start to transmit. I have been spoiled, always had 2 comms in all the aircraft I fly, and to be honest I dont know how people with single comms manage the radio's when flying a mixture of controlled and uncontrolled airspace. I also always listen in on centre when I am flying as I find the services they offer far to valuable. To be honest, the more I fly the more paranoid I become about having the correct centre frequency tuned in. If centre goes silent, you will find me double checking that I am dialed into the sector! I find that ongoing radio chatter reassuring!
  22. Pearo
    Whilst not really an ask ATC question, but more of an encouragement not to be afraid of ATC because they might well save your life. I had a fuel issue today which I thought was a blockage in one tank. I was pretty keen to land, so I called up BNE centre to ask them where a skydiving plane was because I could not contact them on CTAF. I think BNE centre then withheld approval for the drop until I was clear plus gave me traffic alerts as well as asking me if I needed emergency services. Whilst it was far from an emergency, it was still nervous time (I was into the red on the left tank when I landed at YRED). so the help provided was a welcome relief. I did miss a couple of calls today from BNE centre because I was broadcasting intentions and position on the CTAF. Its hard to know where to be in this type of situation given that caboolture/bribie airspace is busy. I just wonder if I were better off staying with BNE centre just in case. BTW: For the record it was not a fuel blockage, but I suspect probably an issue with the seal or breather on the tank cap. The fuel had actually been sucked from the left tank to the right. Fuel burn for the time I was in the air was within 10l of what I calculated.
  23. Pearo
    Can confirm, Last time I looked, Toowoomba was the cheapest 172S in SEQ.
  24. Pearo
    Ex GST is $338/hr dual. Talking to a couple of RQ students today at Redcliffe. Lets hope RQ can trade out from their problems.
  25. Pearo
    Redcliffe aero club charges $371 per hour for a 172SP and I thought they were on the expensive side. No landing fees and minimal taxi time too. The price is the same for glass and analogue.
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