PaulN

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

Thanks to Turtle and Paul Willett the advantages of using this forum come to the fore once again. Your remarks gave me cause to do more research on the CASA and RA-Aus web sights. I stand corrected and thankful for your combined input. My understanding of the requirement for xpdr in Class E airspace was wrong, the use of a Mode C transponder is mandatory, although specific ATC clearance is not required. The freshly revised (today) page of the RA-Aus web site is particularly helpful being free of the precise and cross referenced jargon that CASA uses. It's pleasing to know that RA-Aus is keeping their (our) site current. http://www.auf.asn.au/navigation/airspace.html Cheers, Paul<a href="http://w" target="_blank"> </A>

This subject was discussed at length earlier and unfortunately (but understandably) the posts have been lost in the transition to the new forum. If memory serves me right the thread was prompted by Paul Willett. Being keen on air touring I wasinterested to know the impactthat the changes would make for recreational flyers so made the effort to discuss with RA-Aus and CASA early on. From what I understand the change to bring E class down into G class was to afford better control/service for IFR flights only. Changes had to be made to the wording of the CAO otherwise rec a/c would be illegal in the new Class E areas, thus the amendments reported above. You will note in the Explanatory Notes of the above CASA link that control will be exercised only with IFR traffic and that traffic such as ours being limited to VFR in VMC will not be imposed (?)upon. Also, I'm led to believe that the use of a xpdr in Class Eis not a requirement for rec a/c. That said, I choose to use one on all flights ... see and be seen is good, especially when I have to climb over 5000' for pilot discretion safety. Paul

Gavin, Don't expect anything of definite numbers, dates, etc from RA-Aus. From chatting with them in the recent past I understand these are very early days in the process and apparently CASA has much to do with the final outcome of the hoped rule changes. Like anyone in a responsible position they ought not be expected to make any commitments or promises until the details have been flogged out and nailed toofficial paper. Paul (also anxious to know the outcome )

Geoff, There's no way I could have guessed Adels Grove being so far off a direct track from YBKT-YBMA. How come you tracked so far west (apart from seeking out unidentifyable strips that is)? I did take a look at Lawn Hill but had no idea there was another strip just 10nm SSW of there, no hint of iton the chart. I know there areliterally 100's of unmarked strips out there, wouldn't it be great if the charts showed all of them. Chris Kiehn brought to our attention a US publication that does just that and pondered the idea of getting something together for Oz, so how about putting your skills and camera to the task Geoff? Now #4 is Boulia. Gwen and I dropped in here for rest and fuel after departing the Alice and crossing The Simpson in Sept. Did you try the "squirt-in-the-bottle" fuel test? Thanks for the reminder of a great trip. I think it's about time someone else had a go atidentifying some of these strips. Come on people, Geoff's gone to a lot of trouble and expense to gather these pics for us, avago. I like the run-off end of rwy 32 of pic #6 ... makes for a nice soft end to an overshoot. Thanks for this pic, I've been wonding what this one looks like. Ian, I guess it's just one of those "teething problems"but is it possible to have the image name show with the pic as we used to have on the old forum? Paul PS Geoff, the CT repair job is one of those "slow and steady - get it right" jobs. We've only begun by doing a few fiddly prep tasks while waiting for parts. I don't expect it will be back in the air until late July, or so.

Geoff, whydo you supposeBurketown appears the busiest of your trip? Pic#3 shows hills appearing on the horizon so looking at the WAC I guess you're now heading south and I reckon this must be looking down 16 at Mt Isa, the stacks off to the southsupport this. Now for #2, I'm guessing this is between YBKT and YBMAhowever your clue that it's not listed in the ERSAbut is in the "other" (AOPA Guide?)throws me. The NormantonWAC shows 4 possible strips but each of these are in the ERSA. There is one other shown without an identity (is known asMt Gordon insome reference material) but very nearthe "wild west" town of Gunpowder (sounds a likely place for agood night). The AOPA Guide lists thisstrip as Gunpowder (YGPR) so that's my guess. If this is YGPR please tell us what direction your pic is viewing along the rwy? It looks to me to be looking north late morning. The AOPA book is confusing in that it lists the lat/long co-ordinates of the strip as directly over the locality of Gunpowder while the description has the strip situated 6nm south of there. I've learnt from experience (while approaching Wilpena ) that this book does get things wrong. So, message toall air-tourers, don't believe everything you read, check it out before leaving home. BTW, these are great pics Geoff . Paul

Hi ya Steven, It's always great to see young people taking an interest in flying. Take care and one day you'll be an old codger with many hours of wonderful aviation experiences to share. Your experience sounds a bit scarey . Please accept this as good advice, not criticism. If the weather's iffy, always choose to stay on the ground. If in the air and weather ahead is iffy, always choose to turn back. It just aint worth the risks, esp with 4 POB to look after. Regards, Paul PaulN

YBKT? PaulN

That's amazing!!! Can't see my CT with trike u/cand 4.00-6" tyresdoing this sort of thing, esp with me in it .

Hi Alan, Hardly a pro but I use a Canon Power Shot A95 in the cockpit. It's light, is 5 megapixels, has lots of features, ashort shutter lag, and importantly, has a variable position view finder (monitor) that allows me to point and shoot out the sides w/out having to take too much attention away from the forward view. I think you will find the Power Shot 610 supercedes my camera and is now around $200 (not bad considering I got mine "cheap" at $470). Do some net browsing of your own and take a look at this site for price comparisons. http://www.smarter.com/photography-6/product/canon_powershot_a610___digital_camera-31525/type=source=google_c+001+004_content_canon_powershot_a610_digital_camera Paul

OK Dave, let's get serious, and hopefully helpful. In my short, but very satisfying flying experience, I have had the pleasure of taking lots of peopleup to share the joy of flight in the CT, from 5 y/o grandkids to an 87 y/o, all of whom have been orwant to go again. I'm not aware of a set standard pax briefing but have found variants of the following adequate. I'm a bit reluctant to put this in print as I guess someone will find fault with it, but what the heck, I just might learn something. I try to convey three thingsto mypassenger ... awareness of their environment, considerations for their safety, and experiences that willfoster happy memories.Of course this will vary depending on the passenger maturity and interest level. Importantly, choose a calm day for your passengers first flight. My wife now has about 60 hours up there with me and she still gets very nervous with just the slightest bumpy air. First up,brief your passenger not to smoke near or in the a/c (and/or hangar), to avoid wandering off on airside esp if other a/c are in the vicinity and to not interrupt you during pre-flights. Before Boarding- After usual pre-flightswe take a brief look around during which I encourage questions and explain in simple terms features and funtions of the plane. We then talk about thekinds of feelings, sounds and views they will experience up thereduring which I ask abouttheir inclination to travel sickness or acrophobia. About now I try to put them at ease about the safety of flight assuring them that I'll be up there with them and plan to come home safely too. Boarding - When ready to board, from outside the plane I help them into the seat, secure their harness, make sure they're comfortable and can see out OK, demonstrate the door release and ventilation control, and stress the importance of not interferring with (or bumping) the controls. Pre-Start- When I'm on board, if theyhave an interest, I describe the various instruments and controls along with their functions.I explain the use of headsets, we fit them and I switch on the i/com to demonstrate their use and assureour clear communication with each other. I explain how we will hearotherson theradioand that they should "go quiet" at these times so that I can hear the incoming calls. Also, from time to time I will be calling out and will warn them in advance. Start Up - I tell mypassenger that the engine is about to fire up and then explain the various checks (magneto, etc) as I do them. Pre-Taxi Roll - Itell them to let me know any time they feel uncomfortable, nervous or sick during the flight and we'll return immediately. Taxi - I explain what the ground procedures are and where we are going for our flight. Line Up - Check the passenger is relaxed, secure and comfortable. Explain the take off routine, what to expect when airborn and again ask them to let me know if they get uneasy. Airborn - I have found that most passengers, esp on first flight, feel much more at ease if they know what you're going to do next before you do it (like bank, power back, etc). Also, it's good value to point out ground features for them to locate and/or ask them to let you know when you reach 2000 ft (or whatever) to get a "feel" for the instruments and for the interest. Returning - See who can spot the airfield first. Make sure they are secure and comfortable and explain what to expect when joining circuit and on final. To keep them occupied ask them to help look-out for other traffic. Landing -Again, talk through what your're doing to help them stay at ease ... they like to think we know what we're doing. Shut Down - Join in their pleasure and reinforce just how safe flight really is, now that they have experienced it. Sorry if this is too wordy, but just wanted to share the way I do things. Paul

That's a classic Leonard, I've just gotta learn that one.

Ai Karumba ... I think I have it Geoff. Wow, what a trip!!This has been a great (and trying)exercise. I think I've visited every airfield in Qld now, and most of western NSW. NNE indeed, if my answer is correct your overall trip took you to a destination on a 347m heading from Mildura, no wonder I couldn't find it.So, was your flight over an approxdistance of 1192nm northbound tracking Mildura, Wilcannia (#1), Bourke (#2), Cunnamulla (#3), Wyandra (#4), Charleville (#5), Longreach (#6 - been there and done that photo pose too), Julia Creek (#7), Normanton (#8) and fishing at Karumba on the gulf coast?Fair dinkum mate, this flight/experience has to be worth a story to share with us all. So how about it? I'm sure I'm not the only one here that would enjoy reading about your adventure.Back to the fish ... hang the fish, did you catch any crocs, or vice versa?Phew ... Paul

Geoff, The fact is, I know nothing about fishing, which I think is good reason why I have no idea what strips your pics are of. I've searched the WACs all over from Mildura to Qld, up and down the coast and nothing seems to fit your pics and descriptions. So, I'm done When I think about your fishing trip I begin to envy you. This must have been a great experience (except the fishing bit). How many went and for how long? Did you fly the Jab? Oh, did you catch any fish and what did they smell like when you got home? Paul

Geoff, I'm stumped. I've looked at every airfield I can find within 350nm rad of Mildura and none look like your Num 2 pic with a 18 gravel rwy. Perhaps a clue, like what radial from YMIA? Was your Num 1 pic taken en route to num 2? Paul

And the minibar???

I want one!!!! Where's the auto-pilot switch? Does the engine instr panel incl fuel flow, fuel remaining and manifold pressure read outs? I hate those ridiculous plastic sight glasses mounted abovemy head at each wing root in my CT2K. I notice the value of the Euro is getting away on us again ... so how much is the CTSW as shown above now? Michael, you'd be surprised how instinctively the right hand moves from the throttle to the hand operated brake in the CT ... very easy to use and with a positive and easy to operate (with a fick of the thumb) brake lock mechanism to boot. Paul (going greener by the day) PS Anyone out there with qualifications and experience repairing damaged carbon fibre and kevlar construction?

Hi Ian, Great to hear you're back in the air and enjoying it, as of course you would in a CT. Looking fwd to having you drop in for a visit at Cooma soon. Keep up those greasers Paul

Hi ???, Yep, lots of pics, but didn't want to bore people. The airfield at Wallsend in located at the end of Creek Road and is operated by a group of private shareholders under the name of Wallsair. For more info I suggest you contact Dave McDonald at [email protected] (I think he's the President). They are a great bunch and their facilities are pretty good andshowing signs of improvement each time I visit. Have been there again this week. Just returned to Cooma today via coast ... what a great flight. Paul

Here are some of our pics from the trip, incl the Snowies. I had the pleasure today of flying to Tumut again to collect Adrian (mentioned in my trip story) for a lift back home to Cooma. Anyway, the trip home was again a delight, just like in the att'd photo, and the air was glass smooth ... hands free flying. You've got to do it one day.

We’ve just returned from a great first trip in CT-3841. Hope you don’t mind a bit of a ramble but let me share some of our experiences. Go on, indulge me. Flight plan done, weather checked and OK, baggage hold stuffed, fuelled to the 544 limit, DI done, excited wee passed, life jackets donned, EPIRB in place, knee board strapped, sarwatch arranged and the mandatory caps on. Ready to launch. 0950 June 14 and Charlie Tango is airborne. My wife, Gwen, and I had planned this trip for weeks, at last we’re off. The plan was to track from our home base of Cooma-Snowy to Moruya then follow the coast to Newcastle (can’t get lost that way) with a possible stop at Wollongong if needed. So up we went, then up some more and some again to 7500 to give us plenty of air over tiger country (and it’s real rugged stuff) between Cooma and the coast. A nice tailwind saw us over Moruya at 5000 in 27 mins then turn toward Nowra. Anticipating the need to track the VFR lane through controlled air around Nowra we called the tower only to be told their radar was down and that the area was normal MBZ conditions. Darn, and we’d just fitted a transponder ready for the question “are you transponder equipped?†and we didn’t need it. There you go. Our real reason for flying the coast was for the scenic value. Great value it was, we’ve never had such good views of so much coast, ever. It was simply beautiful … you’ve got to do it. And the best was yet to come. Past Nowra, then Kiama, no need to stop off at Wollongong so on we went past Stanwell Park and on toward Port Hacking for entry to Victor 1. All the way from Moruya to Port Hacking was a gentle and economical descent cruise at 100kt IAS and 11l/h. Joining Victor 1 was a new experience. An early call to Sydney Radar to request flight following yielded a negative “due to workload†(darn, still no use for the transponder), checked Sydney ATIS for local QNH, trimmed off for 500 then settled back for magic views of Sydney from a couple of miles off-shore (thus the life jackets). Awesome stuff watching the big international flights dropping in overhead for landing at Kingsford Smith, they look sooo close. Just off Sydney Heads we collected bonus points … whales right under us. Beyond Sydney we climbed to 1500 to continue the scenic flight past Central Coast (more great views) then over Lake Macquarie for our first destination. As part of our planning we were disappointed to learn that Aeropelican was closed but delighted to find a small private grass strip in the western suburbs of Newcastle at Wallsend. With prior permission this was to be our home for the next few days. It’s amazing how difficult it can be to spot a small strip in unfamiliar territory. There it is, snuggled into a built-up corner of homes and businesses, running 03/21, bordered by HT power lines to the West and Wetlands to the east and surrounded by trees along a third of its 740m length. Oh no, look at that sock, it’s almost horizontal straight across the strip. Down to circuit height, line up, oops there’s lift off those trees … come on, get down. No, go around. Second approach a bit longer and lower, still being lifted off the trees with a couple of pretty sudden bumps requiring quick reactions but down we go and on the ground at last. One of the owners was waiting for us who very kindly complimented on our landing in such conditions. That was nice of him, thanks Pete. Added to his kindness was the offer to put our “cute†little CT under cover in one of their still-being-built new hangars, another bonus. Our visit to Newcastle was a return home for us (we moved away in ’88) so we have lots of friends and relis to visit. The plan was to head north again for an overnighter at Port Macquarie on Monday 20th and then on to Caloundra for a weeks holiday the following day. Part of our trip to Caloundra included a visit with Bruce Stark (Tecnam) at Southport. Watching the weather reports it was decided to delay a day to gain expected better weather north on the Wednesday. Good decision? Nah! On Tuesday the westerlies moved in with ferocity. So, we shall wait, and wait, and wait some more. The weather forecasts gave us some hope of the winds settling down by the weekend which they did, just as the rain moved in (no complaints here). Another look at the reports and we could see bad weather north and bad weather south. Now what? Hang the holiday, let’s go home and wait for better conditions. Time for a new plan, head west of the Divide away from the coastal weather then over the hills to home. So, on 25th between showers we lifted off from a very wet and muddy strip (glad to have learned short-field work and very glad of a nice little craft that happily jumps off in 150m fully loaded), I think the onlookers were impressed. We tracked Maitland, Singleton, Denman, Gulgong, Wellington and Parkes. Our flight was mostly at 1000 to 1500 agl just below cloud, through bumpy air and ducking the occasional shower glad to see clear air and blue sky at Wellington. An overnighter at Parkes where we met up with a couple of friendly locals from the aero club who, after admiring the lines of our “cute†CT, proudly showed us through their stable of planes before giving us a lift into town. The morning presented us with a steady 15kt wind straight down the runway. Up again but now in pretty smooth air at 5000 just above scattered cloud tracking Cootamundra, Tumut, Talbingo, Adaminaby and home. But alas, just past Talbingo and over pretty rough tiger country again we observed ahead of us cloud down to the ground. No way Jose, turn back and head for Tumut. En route we tapped into Canberra ATIS to hear that their local conditions sounded favourable if we chose to track around ACT for home. While at Tumut enjoying a hot cuppa with Pat Malone, we called home for conditions there with a fellow aviator and good friend, Adrian Menhennitt. No chance, fully overcast down to just 500 agl and drizzle. So, Tumut for yet another overnighter. Ahh, Monday morning with still air. The plan now is to head over the hills toward Talbingo again for a look-see then if not safe turn back and head around Canberra for a lower, safer trip home. Bingo, what a beautiful sight. We climbed to 7500, again for plenty of air over the high country, to be presented with this wonderful corridor of clear, smooth air. Scattered cloud below us, high cloud above us, 8/8 low cloud west of us on the Snowies with snow covered peaks jutting through and 8/8 heavy weather moving in from the east. We are so privileged to see close up the awesomeness of God’s handiwork. Ahead we could see plenty of clear air below the incoming weather so we dropped to 5000 over Adaminaby and on to Cooma-Snowy for the final touchdown just an hour before the weather closed in. A magnificent finish to an eventful trip. And Charlie Tango didn’t miss a beat all the way. Looking forward to going again, and soon. We highly recommend travel in your own plane, so if you have the time, go for it, it’s great. You know what would make this sort of travel more intresting? The opportunity to fly in “formation†with others and share the experiences. Any takers out there? Paul PS If interested, we have a few pics, just ask and I'll post a couple on this site to share.

Cecil, Our CT is kept at Cooma-Snowy 15km out of town. Plenty of runway and usually clear of fog. I'd rather be at Polo Flat but only for its proximity to home, only 5 min drive. The strip is adequate but other issues that I won't go into in print cause me, and apparently not just a few others, to keep away. No, the CT never did go online. That was our intention, indeed the main incentive to invest in it. However, the CFI/ownerof the flying school did some drastic goal post shifting on the same day that we took delivery of the plane making the whole deal unviable and unattractive for us.But like you say, having one's plane online is probably not a good thing ... wear, tear and lack of care. Although we have no income or tax saving from the plane we've had a hoot of a time just enjoying the sheer freedom of jumping in and taking off whenever we feel the urge. Just lovin' it. I'm in the process of posting a few travel albums on this forum if you're interested, just click on "albums" at the top of this page. Cheers, Paul