PaulN

Hi Morgan000, IMHO your instructor is only partly right. From my own experience, taking note of what you hear and experience helps only a little. Some things you hear may not be always correct and some things you experience may sometimes be misleading or misunderstood. Studying the BAK theory is a must ... there's so much in there that you won't experience first hand, at least during your early days of flying. A lot of understanding this stuff from first hand experience comes with time. For your own sake, study the theory thoroughly. Paul

Hi Ross, This is one of those rules that comes with conditions. Namely, if in the opinion of the PIC it is deemed necessary for safe flight to go above 5000' (but not above 10000') to have sufficient air to achieve a glide to a reasonable forced landing option (i.e. over high ground or unavoidable tiger country) then the pilot may choose to so do while remaining legal. But watch out for controlled air steps. I fly from Cooma which has an elevation of 3106' and to get almost anywhere from here means crossing even higher ground, so we invariably invoke this option. Hope this helps, Paul

Shifty, Once the decision to do the PPL is made, before getting too excited about heading back to school, one needs to get a few formalities out of the way, and these take some time. 1. Apply for an ASIC. 2. Apply for an AVID and Student PPL. 3. Complete and submit medical for certification (needed before Student PPL will be issued). As someone else has suggested, get back into the books and learn the theory so it can be quoted back to front (normal way round is good too). You will have to do, at least, a GA BAK exam and of course the PPL exam. Depending on the school, the number of solo hours and XC nav flight the applicant has can go a long way to abbreviating the PPL training, and cost. Have a talk with the team at Air Shepparton, they were very helpful for me recently. Paul

One wonders how many will make it back and from what direction ;).

Crash_Lander, I agree this could be a problem, IF .... 1. The pilot in circuit is not looking and listening as we are all trained to do, or 2. You don't make your taxi call as we are trained to do. The purpose of the taxi call is to alert traffic in the air, and on the surface, that someone is about to join the fray. If there is a possible conflict, or as a courtesy, traffic in circuit, or the nearby vicinity, ought to acknowledge your call to both, give you a heads-up of their presence and intentions and to let you know they're aware of your movement. My understanding of what calls to make and when have been pretty much aired here already. If it's pretty obvious you're the only flyer around the strip (looking and listening) then keep the calls minimal. If you are sharing the immediate airspace with others, offer more calls to aid others' situational awareness and contribute to safety. Paul

Darren, sounds like the pilot and pax might be turning a blind eye to something here . On a serious note though, another thing that needs airing here is the issue of the oral quality of calls. That is, how many times have you heard a call that's spoken so fast or mumbled that it's unintelligible, and consequently totally useless? Please, think about what you need to communicate before pressing the PTT, then speak slowly (not silly slow), deliberately and clearly. Maybe I'm just a slow listener, but I especially have trouble picking up peoples call signs. It's almost the first thing that crackles through the headset, spoken by someone who's intimately familiar with their own call sign and thus rolls off their tongue quicker than a spit and it's gone before my mind registers their numbers or alphas. Pretty irritating at times. Paul

Recently our neighbour was going through an emotional rough patch (custody issues). While talking with him I suggested I had an urge to go flying (I didn't tell him that was a permanent condition of mine) and asked if he'd like to come for the ride. After a bit more than an hour cruising the Snowies he was a different man. You're right Darren, it's like a drug. Paul

Bateo, Ultralights is right, Willy is not only an easy route but pretty spectacular, not to be missed . Read up and give it a go. Maybe you could team up with someone else making the trip and tag along with them if you're concerned. I might be corrected on this, but I think the coastal route is do-able without a transponder. Do I have this right Rob? Paul

Guys, I like the idea of extending our skills, but can we come up with ideas that don't compromise safety? I mean, not a lot of us rec pilots will be familiar with the above competition antics and methinks taking part in these could well lead to a mishap of one kind or another. I'm not trying to be the party-pooper here, just concerned that no-one gets hurt putting the fly-in and recreationalflying.com onto the "bad guys and cowboys" records at RA-Aus and CASA . Paul

I heard through Alistair Menhennitt who used to pilot the bright yellow Cessna float plane out of Port that this strip's owner uses the property as a "weekender" and not looking to have others drop in, more the pity. Didn't know about the lights . As you say, with high ground nearby, night ops would be tricky. Paul

Yes Paul, that's the one. At John's River I think. Paul

If anyone reading the above, and justifiable, reports are sometimes guilty of this radio abuse, think on this too. Often, given the right conditions, calls on the 126.7 channel can be heard well away from where you are. For example, while at 4400ft in circuit over Adaminaby (in the mountains) yesterday I was getting chatter from Moruya (66nm) and Tumut (52nm). Other times I've heard calls from as far afield as Young and Parkes. The obvious result of this is that on busy days 126.7 can be really busy making it sometimes difficult to listen out for calls applicable to your specific area. This is a safety issue. Please use your radio wisely. Paul

With all the talk about our inaugural recreationalflying.com fly-in at Camden Haven I thought I might drop this airfield pic in for someone (pelourus?) to identify. It's just about 2km south of Camden Haven so don't mistake it on your way in ladies and gents. Paul

To help those about to respond here is the CASA link. http://nprm.casa.gov.au/default.asp?nprm=0603OS

Today was our club meet and fly-in day at Adaminaby. On the way there and back at 5000ft watching the terrain features whizz by below, I asked myself the question "Exactly what is it about flying that gives so much pleasure?". Every moment I'm up there, with or without a pax, it's just sheer pleasure . How about you all share your thoughts in answer to this question, from your own perspective and experience of course? Paul

Take a look at this posting Gerry, this might be what you're looking for. http://www.recreationalflying.com/forum/showthread.php?p=35588&highlight=wollongong#post35588 Paul

To aid understanding of this incident the following is a report offered by the pilots father. Makes for an interesting read and offers helpful tips for the rest of us, if we chose to learn from others' experiences. Paul RE: FDCT N22QT My father taught me that that it isn't what you don't know that hurts you, it's what you know that simply ain't so. So before the many sources of misinformation fill the internet, I thought I'd give you some real information. First, and most importantly, my son Daniel is fine, a few new cuts, scrapes and bruises. The rear bulkhead structure remained intact, Daniel remained securely belted in place, and the rest of the aircraft absorbed the impact. Your description of an intact egg in the middle of a debris field is most accurate. After the accident, Daniel was upside down. He released his seat belt, climbed out of the fuselage, a flagged down another aircraft. Then he called me to tell me that he was okay, but the airplane was pretty much destroyed. Daniel is a student pilot, he has a total of 49.7 hours in his logbook, 18.1 hours in type, and had logged 55 landings. His logbook shows 8.1 hrs of solo in N22QT. His other time is in C-172 and a Diamond. Daniel is 27 years old, and a Captain in the US Army. He is intelligent and an excellent student. He is relatively conservative in his self evaluation. N22QT belongs to my wife and I. We ordered the aircraft at Sun & Fun within days of Flight Designs SLSA approval in 2005. We took delivery in November from John Dunham in Carson City, Nevada. I am a Private Instrument pilot with 2000 hrs plus, primarily in complex single engine. About half of my time is in conventional gear. I have time in about 20 different types. Daniel is unable to qualify for a standard medical certificate at this time. His medical issues are not a factor. Therefore he has been training for his Sport Pilot's License. In order to qualify someone on our insurance as an instructor, we sent a 1500 hour CFII instructor to Lancaster, Penn to be checked out in the CT by John Calla. In addition, we had the instructor fly an additional 8 hours to familiarize himself with the aircraft before giving instruction. And while waiting for this process to happen, Daniel obtained 4.8 hrs of instruction in a Katana. Prior to this instruction, Daniel had flown approximately 20 hours with me in the CT and had made numerous landings requiring little or no assistance. I am working on my Sport Instructor rating and used Daniel as a practice student. Daniel training proceeded normally. He was well prepared for the lessons and made significant progress under the instructors guidance. By April 28th Daniel flew a "long" solo cross-country and completed the last requirement before his LSA checkride after 10.0 hrs of dual and 6.6 solo in type. Most of his practice was at Tipton. On Sunday, April 29th at approx 00 EST Daniel took off from Tipton airport in Washington DC ADIZ. He had filed a flight plan from Tipton to the Deale practice area, and back. He departed the RWY 28 with winds 300 at 9. He proceeded to Deale and burned avgas for about an hour doing whatever student pilots do in a practice area. It was a beautiful spring day, slightly turbulent. Daniel contacted Potomac approach and returned to Tipton airport. When he arrived back at Tipton, at about 10:30, the winds had increased to 9 with gusts to 14, from 350. At 10:30 I was 5 miles west of the airport walking out of church, and the wind was over 20 in an open area. For those of you not familiar with Tipton, Tipton in a former Military airport also know as Fort Meade. It has one 3000 ft. runway, 10-28, and is surrounded by trees. When it's windy at Tipton the wind sock can dance about 90 degrees in the turbulance. The rotors and eddys off the trees can be interesting with any amount of wind. Daniel considered going somewhere else to land but after considering his options decided that Tipton was as good of a choice as any. He decided to attempt a landing at Tipton. He flew the approach with one notch and maintained his airspeed around 60-65 because of the gusts. Daniel would have landed with a crosswind component at or exceeding maximum. Crosswind was from the side opposite the pilot, "the light wing". The landing was a challenge, and when he landed he was relieved to be rolling on the runway. For a few seconds at least he was rolling out. Because he had landed a bit long, and he needed to taxi to the end of the runway, he did not immediately apply brakes. Daniel specifically reported that he felt very relieved to have successfully landed. I estimate this relief probably translated into relaxing pressure on the controls, and possibly distraction of attention. Within less than 10 seconds of landing, a gust lifted the right wing, then the entire aircraft, blowing the aircraft to the left and as the angle of bank increased the aircraft started to turn to the left. Daniel was now maybe 20-30 ft in the air, banking left towards the trees, heading 45% off the runway, turning downwind, well below stall speed. From this point forward, Daniel was just a passenger on his way to an airplane crash. In response, Daniel applied full power. The right wing continued to rise and as the aircraft rolled left. Within 200 ft of liftoff the left wing struck the ground with the aircraft moving 90 degrees to the runway. The left wing absorbed the energy by cleanly breaking the spar at the root. Following impact of the left wing the fuselage rolled inverted and hit the ground at an angle greater than 45 degrees. The prop and engine were torn loose. It appears that the next impact was tail first because the horizontal stabilizer was stuck in the ground like a shovel. The "egg" came to rest inverted with the right wing and engine groups loosely attached. As reported above, the pilot released his belt and climbed out. There were a number of contributing factors in this accident. The order I am listing these does not attempt to allocate relative importance. 1. Washington DC ADIZ - interfered with student training. 2. Washington DC ADIZ - interfered with students perception of options 3. Changing weather conditions. 4. Airport topography less than optimum. 5. Pilots Failure to use proper ground roll technique. IE. immediate application of brakes, full aileron into wind, -6 flaps on landing. resulting in loss of control on rollout. The following are not factors. 1. Aircraft crosswind capabilities. (The aircraft was landed) 2. Student preparation (Student was aware of risks and acted appropriately) 3. Student judgement and self-assessment. (Student did attempt and successfully land in the crosswind) 4. Decision to add power. (Only added energy to the existing problem and relocated the debris field.) Aviation is not inherently dangerous, but like the sea it is terribly unforgiving of inattention or neglect. Daniel did not have enough experience to appreciate the importance of reducing lift immediately upon landing in these condition. I firmly believe that this flaw in his education has now been completely remedied. As soon as the dust settles, my wife and I will be purchasing another FDCT. It is an exceptionally good and honest airplane. I decided it would be an excellent trainer for my sons because once someone has mastered a CT, he can fly heavier singles with relative ease. The CT requires you to learn how to use all of the control surfaces correctly, to be an honest pilot. It may not be the easiest SLSA trainer to fly, but if you learn in a CT, you'll have very good skills and habits. I enjoy flying the CT, it flys as well as my C-180 and it’s easier to wipe the bugs off. I have found no gremlins in the behavior of the aircraft. It is a very capable aircraft when flown correctly. A FDCT is like a C-180, when the prop is turning, you need to pay attention. Thank you for all your help and support. I’ll keep you updated if any other information comes available. The FAA visited the crash site immediately and will issue a report. NTSB didn’t care because there were no bodies. Orlo Ellison

Ian, I like the idea of Port and will make every effort to take part no matter what date is settled on. My plan would be to fly so attendance will be hindered only by weather. Gwen and I expect to be flying into the Port area late May/early June for other reasons, but always happy to find reason to take another flight, esp north during the colder months ;). I'm watching developments with interest. Paul

I "borrowed" it from another web site so no control this end.

Not long back Jack (wanabigaplane) launched the thread "101 Uses For an ERSA". Dave, could this be the beginnings of "101 Practical Uses For An ASIC"? Maybe a basis for a new competition Ian ;) . Paul

Saw this news release from the States yesterday. A 2005 CTsw came unstuck with cross wind effect during T&Gs on Sunday. It seems the plane was blown off the runway, wing caught the grass with subsequent cartwheeling. A pretty horrible place to be but the single occupant pilot survived being discharged from hospital same day with very minor injuries, more shock than anything. If nothing else, it's a graphic demonstration of the effectiveness of the "safety cell" design of the CT cabin. Paul

Ian, 50 visiting a/c would be great, maybe a bit optimistic for a first effort though. I guess good and extensive promotion would go a long way to help make it happen. I mean, beyond the forum pages. Friendly, well run fly-ins "sponsored" by this forum would be a good way of making the forum even better recognised. So, when the "go button" is pushed, I believe we should encourage forum members to promote the event among interested friends and club groups, even if the members themselves can't get along on that particular occasion. Here's a thought. Camden Haven Airfield was originally built by Dick Smith for his private use way back when he lived at Laurieton. I wonder how well he would receive an invite to attend as event patron? With respect to The Shop covering some of the tab ... I think not. You've turned your pockets out enough already mate. I'm sure we members would be more than happy to pay our own way. Paul

Hi Scott, Like others, I had/have no problem getting/using an ASIC. In theory the need for them is an inconvenience for us recreational flyers. However, in reality (from my experience at least) most of the smaller regional airports are reasonably relaxed about their use. I recall one day recently rocking up to the GA gate of one of the busier, larger RPT airports to get something from my plane. Having left my ASIC back at the motel made things a little awkward, until I called the ARO who simply met me at the gate to open it then promptly drove away again. Again, at Gold Coast, there was no problem for me (w ASIC), and my son (w/out ASIC), walking from the aircraft at one end of the GA hangar area all the way past all hangars and facilities (but not terminal area) on airside without second looks from anyone. I did check first of course and was told it's OK there. So methinks most of the objection to the need for an ASIC is firstly the outlay of cash, secondly the resistance to being told "you must have one", and thirdly I guess most of those who refuse to comply simply have no interest in the freedoms of aircraft touring. Like you, I don't see the need for the fuss. Hmmm :;)4: . Paul

Ian, I feel pretty sure that Bob and Nellie Furness would welcome a well organised/managed fly-in at Camden Haven. His contacts are [email protected], Ph: 0265594281. I know that they have catered for other fly-ins from time to time. They have 2 or 3 cabins on site and provide camping facilities by the river next to the strip (good fishing too). Float planes also are welcome and land on the river adjacent to the strip. I expect hire bus transport can be arranged for access to Kew (5 mins), Kendall (10 mins) and Laurieton (15 mins) all with various accomm options. I know from experience that flight time at around 100kts from Cooma (coastal) is just under 4 hrs. If members wish to come but don't have access to wings, the airfield is adjacent to the Pacific H'way and the main northern trains stop at Kendall (XPT 6.5hrs from Syd Central or 8 hrs from Bris). This is a great location with June temps around 10 to 25, however, it is coastal and thus subject to coastal weather, although should be pretty stable at that time of year. I realise Port Mac is an RPT airport but from my experience the guys there are pretty relaxed about ASICs. Would the HDFClub be favourable to making their facilities available for a fly-in? Could we not park our a/c on their apron area? And there is a reasonable caravan park just 1 or 2 km from the airport. BTW, I like the pretty blue Gazelle on their web site. 6 weeks doesn't leave a lot of time to make it all come together, but hey, let's give it a go ;) Just some thoughts. Paul

I give in Rob, what is it and where can we find out more about it? Reads pretty impressively. Paul