Thx1137

Mine specifically says flying for fun is not covered when i got the quote so I am getting a quote using darkys link.

Training when the weather is marginal is good I reckon. It is better to get a feel for it with the instructor than without :-) Practice in good weather has it's advantages too I guess! :-)

My partner had enough problems flying commercial so I thought it was going to be tough getting her to fly with me. She only enjoys it when the scenery is green, the air is very smooth and when we saw some whales and dolphins a little while back. She reckons having a camera helped relax her too. Recently she had her first valium free flight! Now, after about 7 hours as a PAX she still doesn't really "like" it but she doesn't dislike it either. I certainly wouldn't have her go through the checklist(s) with me though because in my mind it is part of being on control of the aircraft. I do not want to (or even seem like) share responsibility with my PAX and I know I would find it distracting and slower. As mentioned the important thing is that the checks are done so whatever works but I certainly would think twice if a reason for it is to keep her mind occupied!

Max ambient temp for a j160 is 38 degrees which is in the aircrafts POH. I don't know about the other models however you could download the handbooks from the jab site, they will tell you. I think the SportStar would do better, I haven't seen a max temp listed so with those i think it is limited by whether the engine can stay cool enough and how much you would cook under the bubble canopy! Steven.

I have always been a "Routine or memory checklist" kind of guy. Last week I found that I have missed a check during the run-up/pre-takoff checks so I will be using a laminated card I created some time ago for awhile at least. I don't know that I will always use it though, I think I will add a checklist review every time I do one of my basics review flights. On lining up I always spend 3 or 4 seconds rechecking trim, flaps, fuel, doors and pax. Thats how I knew I missed something... Paying attention to what your checking I think it pretty key. It is easy to have a quick scan and not really "see". Going through the motions I guess. So I always verbally read off the number or object state to help make sure I am seeing what I am seeing :-)

Man, the swat team must be busting down your door as I type! Some forms of humour are not allowed these days... :-)

I read that some airlines do not want the pilots to have flying time some are quite adamant that the pilots use autopilot at all times where it is allowed. Couple that with airlines schools apparently starting to produce certified copilots that have never flown outside a simulator and the push by one airline to have a flight attendant as an emergency copilot. I dunno if I want to fly commercial anymore! I wonder how many airline pilots just pop out for some basic VFR fun?

G'day and welcome, The lsa aircraft are certainly a great way to go. I wish I had documented my training :-) Steven

I am with nev on the alarms. The warning panel(s) will still show the failures. Once the noise attracts our attention and tells us something is up we know where to go for checking the status. For people at home the constant noise might help reinforce that things are bad but I find it hard to believe a pilot would cancel it and somehow think all is well!? It would be interesting to know if the effects have been studied. On another forum about 757s I bloke that reckons he flew them said "I'll stop for anything up to 80kt, between 80kt and V1 I'll only stop for a fire, a config warning or an engine failure. After V1 I'll continue the take-off'". Another site said V1 was usually between 125kts and 155kts... I see that if you search google for "Berganair Crash 757" this thread is the first link. Google must trawl here faster than I thought!

Man, I hope no one was in there!

I don't know how much human factors helps in events that happens suddenly or in quick succession. I remember in my training where I have been quickly overloaded, I recognised the human factors afterwards... Not to say that it is completely useless, I think it helps when we have time to recorgnise that a course of action might overload or cause problems for us. EG: Once when I was coming back from Maitland I was seeing some mist between me and my home field (first time I had seen mist while flying) and there was 35 minutes before last light, the first thing I said to myself was "right, no get-there-itis!". Steven.

I imagine he didn't put the wheel down so there would be extra friction to assist slowing down. Good move I would have thought.

To get a legal fix I believe the GPS would have to be certified for primary navigation. Not cheap!

I will have to give that plane a go. I haven't used FSX since I got a share in a real plane although I updated everything (including x-plane) last weekend because I thought I might get back into it a bit. My i7 is fine for most of my aircraft, a glass cockpit really kills FPS but I prefer the steam gauges anyway :-)

I haven't seen the source code myself but as a long time software developer I think you will find backwards compatibility coupled with not forecasting the different pace of gpu/CPU advancements is the reason. It does very well considering what it was required to do. Oh, an allowing users to specify setting no current computer can handle didn't help. I bet they are not going to produce a better version of fsx. They will aim mass market. It will look very pretty but useful for simmers? I doubt it other. If only orb did scenery for x-plane :-(

Thats the way I read it too. Being a stickler for the rules (even crappy ones) I think to myself. "Hmmm, if I go over here I will need to be at 7000 for inhospitible terrain clearance but if I modify my flight plan to the SE and increase travelling time I can stay at 5000..." This to me is where I don't like the wording. There is probably never a _need_ to go over terrain in Oz that requires reaking 5,000. But, there is that provision so when should we use it? If going around the terrain means an extra 5 hours? 1 hour?, 5 minutes? If it is completely up to PIC then there is no point having the rule at all :-)

Not really. If conditions aren't suitable we have the option of turning around, diverting or landing until conditions become better. So, we do have legal options even if they are aren't options we want!

Easier to stick it up em if the playing field is level. It isn't, casa can make us go away, we can't make them do the same... I do agree that we, the membership, should try though, it is beyond a joke given it's approval state.

I have read a few claims where people went over 5000 because of bumps and thought that was ok. Last time I looked I only saw an exemption for "unfavorable terrain clearance". It seems to me the interpretation of this is pretty flexible sometimes!

Hmm. I tend to do one stop at least once per flight, sometimes multiple so I get practice at that! Initially touch and goes were fun the jab because it doesn't exactly leap into the air when heavy with full flaps so in that plane T&Gs needed more practice to make sure everything is done well. I wouldn't know about aircraft with the third wheel on the wrong end (tailwheel) though! :-) When doing a S&G, as long as the aircraft leaves the strip if necessary (as would be done during a full stop) and gos back to the start of the runway I don't see a problem with it even if I don't feel a need to do it. :-) Steven.

What I would like to know is "what is it for?"! Ours tends to look a bit ragged. Any ideas? Smoothing out airflow? Heaven forbid it is to help fix it to the aircraft! Steven.

Make sure you grab the patch for it. I flew nothing else in FS for about a year :-)

Lots of runways at yadg though. winds aren't much of an issue :-). I did my jabiru training at Murray bridge. There is certainly a range of aircraft and it is cheaper per hour for the plane though between a 160 and a sportstar, not a big difference. (big is in they eye of the beholder too I guess)

Yes Derby. The aircraft seems fairly standard to me. The only additions I can see are the transponder, gps and the tiedown kit and two headsets. I can take 5kg of the number if I leave the tie down kit behind. As for published figures. They will be the lowest possible of course. Ready to fly with -any- options will make a difference. The actual number is only known after weighing! Oh, and which "empty" weight are the publishing, needs to be careful with that.

+1 for aldinga. Much depends where in Adelaide you are I guess! I am on the south side... We were all new and nervous so don't let that worry you :-) wherever you go, ask for a TIF (trial instruction flight), it will give you an idea of what to expect! Have fun!