PaulN

Re: Quest 4 - The good book says the other plane must if not a airship' date='glider or balloon give way to you but I would give a call on the radio and probably descend a Little[/quote'] Thanks Geoff,

 

I know the "right of way" rule and realise that this question represents my a/c as having right of way.I asked this question of a friend with many years/hours as a commercial operator/pilot and he suggested(a) you have right of way, he must give way to you, or (b) make a turn right to allow the other a/c to pass. Somehow I don't feel comfortable with this. If the otherpilot is heads down and faster than mechances are (a) he may not see me to give way, or (b) if I turn right I put him out of sight behind me and he mayend up slicing off my tailplane. Your opinion of altering altitude makes more sense ... except if over high terrain/cloud OR over high terrain and under low cloud (theoretically only of course). Also, with respect to radio contact, what ifhe happens to be tuned to a different freq to me (as sometimes happens).And I would think the option of turning left to pass him head on is really not a smartoption. Iexpect, when in the moment, my owninstinct too would be to quickly lose some height (even a mere 100ft) hoping of course I have spotted his alt relevant to mine correctly.

 

This question appears in a PPL exam I found on the net but not accompanied with answers. I still would like to hear from anyone out there with a "text book" answer and source of reference.

 

Paul

There ARE schools now operating UL's out of GAAP aerodromes. One can only assume this is in an effort to remain competitive.

Clem, I don't understand your slant on UL training within GAAP. Please elaborate.

Last week, while flying with a charter pilotout ofMackay (also GAAP) who tells me he is a GA and UL instructor, we got talking about training. He reckons that because his school (Aviation Mackay) operates in controlled airspacehe is unable to train for RA-Aus Pilot Cert level only PPL.

Cheers,

Paul

Sabre, in response to the first part of your question, it is highly unlikely that anyone at Archerfield does RA-Aus Pilot Cert training, certainly nottraining out of Archerfield as it'sa GAAP (controlled airspace). To operate in controlled air one must hold as a minimum a PPL or be training with a Student PPL. Jimbo at Mackay has the same problem. PaulN

Well Ill have another wild guess Brampton Island maybe??

Nice place to stay for a few days.

Paul PaulN

Lots of coconut palms but not Palm Island ... sorry.

Hi Micgrace,

Thanks for your supportive note. The question of CO poisoning shows up regularly in PPL exams, like ...

If you suspected carbon monoxide was present in the cabin, you should: (choose one only)

(a) shut off cabin heat and continue the flight;

(b) reduce power and airspeed;

© increase fresh air supply and land ASAP;

(d) check the carbon monoxide indicator and remove if it has changed colour.

Paul

I need help with this one please.

Quest 4.

While cruising at 6500ft OCTA you notice that another a/c is converging on you from the LEFT at the same level. What actions should you take?

OK, I'll go again. Quest 3

 

Do you recall learning "Human Factors" during your training? This question is... why should a pilotdelay 24 hoursafter giving a blood donation before operating an a/c?

The answer is somewhere in the clue I gave Geoff ... "take abig breath". This is not such an issue for ultralighters like us who are restricted to a 5000ft ceiling. However, having said that there are times we do have to climb higher tomaybe close to10000 when this issue may have some consequences. Also, I know some readerswill eventually be headingdown the GA track soan understandingof hypoxia is important.

Trevor Thom puts it this way, hypoxia is the reduction of theoxygen carrying capacityof the blood. The brain needs oxygen for normal function, a reduction of which leads to disfunction (blurred vision, poor judgement, poor anddelayeddecision making, black out and ultimately death). As the body reaches higher alts (w/out the aid of oxygen supplementation and/or cabin pressurisation) the blood has less capacity to deliverneededoxygen.The normal healthy body can tolerate pressure and oxygen reduction happily up to about 10000ft AMSL, above this the effects of hypoxia can kick in. This may vary from person to person, not everyone has the same tolerance level. Other factors that may effect an individual's ability to tolerate the effects of reduced pressure/oxygen are: (a) Smoking has the effect of reducing one's tolerance by up to 4000ft to 5000ft, that is, it's like increasing the cabin altitude by that much thus risking the kick-in effects at lower real alts; (b) Anaemia of course reduces the bloods ability to carry oxygen; © Carbon monoxide poisoning (engine exhaust fumes) has the same effect as smoking; (d) Loss of blood (as in blood donation) reduces the blood's oxygen carrying ability.

Therefore ... it is recommended to delay piloting an a/c 24 hours after giving blood to avoid the risk of higher than usual susceptibility to hypoxia.

BTW, hypoxia can sneak up on you without you realising it's happening. Not that we rec pilots are ever likely to reach such dizzy heights but stats show that at 40,000ft a sudden loss of oxygen supply will render the brain unconcious in 12 to 15 secs. PaulN

At US$87k (~ AUS$117k)a newLambada looks pretty good. Take a look at http://www.ultraflightirl.com.au/Specifications.htm

Ian, if you mean Tasmania ... no

Sorry Geoff, the technology got away from me again . Thanks for the fix Ian . PaulN

Hi Geoff,

Back again.

Time to get this thread moving again ... Boulia, Bedourie, Birdsville but I would never have guessed Innaminka.

Following is my latest one and only. An easy one, looking down rwy 14 and with heaps of wind shear from 30kt SSE makes for an exciting approach. We got back home (by car) from this "paradise" on Sun morn to minus 7 degrees and thick fog and wondering WHY :confused:.

Paul

Thank goodness he had a helmet.We can do w/out this type of blanket anti-ultralight publicity ...the term recreational aircraft is so much better.

??What are you doing on a site like that Michael??

Because he had a beer after giveing blood?

Take a big breath and try again.

Clem said "perhaps discussion over the actual answer and the interpretation there-of".

This was one of my aims for the thread ... discussion. The other, of course, is knowledge.

Ian's point about the possibility of incorrect information being learnt is valid. My thought is that any answer (or correction for that matter)should be supported by a valid (authoritative) reference and with, if necessary, well considered discussion.Surely, inmost instances, authoritative references like the AIP quotedin my earlierpost, should be adequate. But as Clem ably demonstrated, discussion of the topic and referencesource is sometimes not only helpful but necessaryfor a fuller understanding of the topic/answer. Having a theory Guru on standby as a thread moderator is ideal, but probably not going to happen. I expect Lee and Chris areway too busy to keep us "entertained" and with total respect to them both, they too may have to research reference sources at times to provide fully correct answers.

By way of example of helpful discussion, further to Clem's contribution about answer (e) to question 2, I filled out the exception to the rule by bringing to view the consideration of parallel runways and wake turb. Ian followed up in response to the correct answer to the original, carefully worded, question by asking "what if the preceedinga/c is heavier than 2000kg on a 2000m rwy?". With respect to the original question, answer (d) is correct as both a/c are of the same type and thus same MTOW, and less than 2000kg. However, if thepreceeding a/c isa heavy, then the AIPclause that Clem brought to our attention comes into play. As a rule of thumb an a/c should be considered by a following pilot as "a heavy" if it is twice the size/weight (or bigger)of his airplane. In which case he, as PIC,should exercise his responsibility as the ultimate decision maker with respect to the operation of his aircraft (CAR 224) and consider holding off for a longer delay, say 1-2 minutes (depending on how big the heavy is), before rolling to avoidany nasty effect from wake turb.

Getting back to your thought Ian, my feeling is that to "hide" the answers in this quiz thread, until checked and verified by a moderator, would be just too ponderous and quickly lead to disinterest by readers. Perhaps, to protect Ian (and the mugs offering "correct" answers), a disclaimer warning the need for readers to do their own research before acting upon information hereinshould be placed on this thread/forum (unless of course Ian has already done this).

Sorry to prattle on so much, Paul

Greetings Jimbo,

Welcome to the forum. Keep a regular eye on this site and I reckonyou'll be the better pilot for it, the knowledge base here is very helpful.

Tried the web but can't find it ... what's the Airlink Estate?

About your learning. I did all my theory learning with the aid of the following list of manuals which are compiled for PPL training so offers the recreational flying student with pretty much all you need ... for theory that is (there's nothing like the experience). Also, the RA-Aus websitewww.auf.asn.auoffers an extensive training module but I'm not aware of any sample tests. This site (I tried to log onto it this arvo but it seems to be down right now) should provide you with the knowledge base specific to ultralight flying that the PPL manuals obviously miss.

These manuals are really good and most have a review quiz at the end of each chapter as well as sample tests in the back. Take a look at The Aviation Theory Centre web site for ordering and prices. http://aviationtheory.net.au/students/cat/

The Flying Training Manual (no reviews or sample tests)

Basic Aeronautical Knowledge

Meteorology and Navigation

Flight Rules and Air Law

Flight Radio for Pilots

If you want you can get sample exams for PPL standard these are also available through the same site.

Just an aside, my wife and I are lobbing into Mackay airport tomorrow at 1040 (local) to join up with Gerry Turner of Aviation Mackay for a flt in his Cherokee over to Brampton ... can't wait , especially after it snowing down here today. Next time we'll do the trip in our CT,when it's finally repaired.

Paul

OK, I'll go again.

Quest 3

Do you recall learning "Human Factors" during your training? This question is... why should a pilotdelay 24 hoursafter giving a blood donation before operating an a/c?

(I know I'll regret saying this, but perhaps I represent a few others and you never know we might learn something from this)

What calculation?? I chose my tie down rope for its colour matching the a/c. Oh, and yeah, it looked strong enough as well as lending itself to splicing.

Paul

Choice (D) is correct ... refer AIP Enroute 5.5.1.a (5) at http://www.airservicesaustralia.com/publications/current/aip/enr/111112.pdf

Thank you Clem for the additional option as listed in the above AIP 5.5.2.

It's worth knowing the other two possible exemptions to the rule, but which do not strictly apply to the question...

- in the case that the aerodrome has two active parallel runways (left + right), and

- to avoid wake turbulance from heavier a/c, a longer delay is advisable.

NEXT QUESTION PLEASE SOMEONE ... let's keep this thread running. It can be anything to do with aviation knowledge, practice or theory.

Hi,

A mate (member Snowy River Aviators) is looking at buying a Chinook with new skins & fabric, Rotax 377(see latest RA-Aus Mag ads p57 centre column bottom). He's wondering about its AUW capability. He is 105kg. Can anyone advise please?

Quest 2

You are planning a t/off from a non-controlled strip in an a/c of MTOW 544kg and have just lined up at the threshhold. Another a/c of the same type has just taken off from the same 1900m rwy. The earliest you can commence your roll is when the other a/c is airborne and -

(a) beyond the upwind threshhold

(b) commenced to turn

© at least 300ft AAL

(d) at least 600m ahead of your expected lift off point

CLEAROF - a mnemonic to aid memory for in-flight cockpit checks.

C - Compass ... check heading, check magnetic variation has been taken into account, (where fitted) periodic (20 min intervals)alignment of DG with compass.

L - Log ... remember to log entries on flt plan

E - Engine ... usual eng checks (pwr setting, mixture, temps & pressures, carb heat, etc)

A - Altitude ... correct QNH (area or local), holding correct cleared alt, clear of cloud & traffic, at or above LSALT

R - Radio ... correct frq selected, nextreq'd frq on stdby, vol/sqlch set, ATC comms performed as req'd,xpdr set as req'd

O - Orientation ...a bit obvious but,conf on correct hdg (going the right direction), conf correct hemispherical alt, obs and chk ground features to conf on trk

F - Fuel ... (if appropriate) monitor tank selection, monitor fuel usage, fuel remaining and endurance against flt plan.

Being mindful ofthese checks makes one aware of the good sense in preparing and using a written flt plan for X country flying, esp over unfamiliar territory. A good aid to situational awareness and staying ahead of the a/c.

Thanks Rob, a good prompt to bring back stuff learned during training.

Hi Lucy,

It sounds like you were not the only one to witness the incident. If I were in your position I'd be making every effort to take up the issue with the pilot concerned face to face with the support the others. This for the purpose of consultation, not confrontation. If as a result of this he agrees to be more courteous and airman like, good. In the unlikely event that he chooses to continue with his apparent arrogance then you (with your witnesses) owe it to him and the rest of our flying community to report his antics to the authority in the hope of avoiding something worse happening in the future.

There is no room or reason in our airspace for GAvs RAA contest, nor should there be any commercial vs recreational antagonism. We all share the same glorious Oz airspace and have all earned our right to be up there. As Ross has already shared, networking, courtesy and respect for each other goes a long way. If anyone thinks he has more right to be there than another flyer, then he doesn't deserve to share the privilege of flight.

My $0.02 worth,

Paul

Here's a idea, what are your thoughts guys and gals?

As it should be, there's been a fair bit of talk on this forum about the rights and wrongs of rules, procedures and principles of flight, training, etc. What do you think about a thread -or forum heading -something along the lines of "Guess the Airstrip", where a genuine question is posedfor others to answer withan expectation of "being marked right or wrong" and where appropriate, elaboration given to help us all understand the "why of it" with perhaps reference to supporting material (CAO, AIP, RA-Aus Ops & Tech Manuals, etc). Also, where there's no black and white answer available we shouldbe open todiscuss varying opinions.

The questions being asked might be from someone who is unsure of something, or from others with the knowledge keen to see that knowledge being passed on to all. No question should be considered too basic (we might be surprised tofindwe're not sure ofsome basics ) or too advanced (we could all do with being stretched ).

I would see theaim of this to aid the learning experience for all of us both veterans and beginners, as well as contributing to the interest of forum users.Besides, I doubt any of us would dumb enoughto claimwe alreadyknow it all .

After all, isn't this one of the aims of this forum?

Waddayathink?

Paul

Fellas,

I have a couple of questions on this subject that I would like answered, sufficient for a pass mark in exam conditions, that is.

1. "You hold a PPL and are employed in another capacity by a company that owns a 6 seat single engined a/c. If no charge is made or remuneration rec'd by you or the company,in what situation may you legally act as PIC?"

2. How would this question apply to a holder of an RA-Aus Pilot Certificate and a company ownedRA-Aus reg'd 2 seat a/c?

Thanks, Paul