GraemeK

53 minutes ago, red750 said:

That's interesting. A guy who comes and has morning tea with us at the Men's Shed, but is not a member, told me that they had built  a jet strip just north of Lilydale airport, capable of handling 737's. He showed me on Google maps where it ran, alongside Stringybark Creek. He said they had put in a service road for access and had signs up about it. I went out that weekend, and of course, nothing. Drove up to Yarra Glen and back. Told him it was BS.

Just in case, I'll keep a close eye out for 737's while I'm in the circuit at Lilydale!

According to a report in the AFR, Acuity Development Group has acquired Coldstream Aerodrome and Sunny Meadows Farm in Victoria’s Yarra Valley for $24 million, and plans to invest more than 10 times that amount upgrading the aerodrome and developing a tourism offering with an initial 120 rooms.

More details here.

Sometimes even Governments get caught up in conspiracy theories - see this article about Tennessee banning chemtrails! 

15 hours ago, kgwilson said:

Very reminiscent of the Ferris Wheel incident at Old Bar 10 years or so ago. No power then just people. 

My favourite pic from that accident:

Here's a shot I took at Kingsford Smith in November 2010.

So are they going to rename the "BOM Tower" tracking point in Melbourne?

I never really felt comfortable advising Avalon Approach that I was tracking to BOM Tower!!

On 09/04/2022 at 9:58 AM, facthunter said:

At 105 you are in what's called transition level where you go from area QNH to 1013.2 and vice versa on the Altimeter subscale. Under some conditions you don't get the required vertical separation.

  Using a Ballistic chute at sea with strong winds can have adverse effects.  It's not called the Roaring Forties for nothing and Bass straight weather can change rapidly. Nev

Also the transition level in the US is, IIRC, 18,000ft - so instead of encountering the transition layer issue at 10,000 you get it at 18,000.

Selection of transition level is at least in part dependent on the height of the rocks in that country (or in some places, that part of the country).

2 hours ago, rgmwa said:

I remember many years ago, around the late 50's or early 60's, there was a Mustang parked in front of a service station on the highway between Geelong and Melbourne. 

I was pretty young at the time but I think it was somewhere around Avalon on that side of the highway. Anyone know anything about it?

It was at the Shell servo at Laverton, but I don't know any of its history!

Happened to me once in a Warrior on climb out. No biggie, just get things settled in cruise and then shut it properly! 

One word - Compass!

It can kill, but it shouldn't. When I was doing my (RAAus) training I had to fly several consecutive circuits with covered instruments (ASI, altimeter, VSI, AH, T&B, tacho). Surprisingly easy to nail altitude, approach speed, etc if you don't panic.

ERC Low 8, and ERSA for step heights under R131 in PRD.

1500ft AGL - but which ground level? Or do we need to fit terrain following radar if we want to avoid entering Class E?

I have one, although now relegated to pax, had no problems with it (apart from the fact after about 4 years the black foam material disintegrated - only discovered it when taking a mate to Avalon, when he took off the headset his ears were black - hard to get off so he walked around the airshow with a pair of black ears!).

Portsmouth NH approach:

Hudson River corridor, low and slow up past Manhattan.

Until I retired,  seemed to spend half my life in New York, so have a soft spot for it. And the US seems to value recreational and GA more than we do here.

Basically, they're telling you - use NAIPS.

In practice, not an issue though. Going into Moorabbin I never file a plan (unless it's part of a much longer flight, for which I'll normally file a plan anyway), into Essendon usually but not always. Never had a problem - in fact the only time I was refused an immediate clearance was on a flight plan, and that was because of conflicting traffic.

It is mandatory if you are flying VFR into C and D controlled airspaces (but not in E and G), for example doing City orbits (AIP ENR 1.10-4 para 2.3, 2.4).

You can go into controlled airspace without a flight plan - the get out clause is para 2.7 (2.4 allows flight notification by radio):

"Abbreviated details for operations in controlled airspace may be advised by radio if the flight is to operate locally, or operations will be for a brief duration."

Welcome pfer!

Spent many great times in Indianapolis in the '70s working with Eli Lilly - and a few times managed to organise my visits to coincide with the Indy 500, lots of memories!

A C-172 is pretty limited also as a "proper" 4 seater.. Nev

As is a PA-28!

At 8500ft, and MP 21.1, it's pretty much WOT depending on temperature.

No experience on the Cardinal, but the recommended cruise settings on the IO360 in the Arrow at that altitude and 65% power are either 2200 or 2500 at WOT. So in the range.

While the descent rate may be slower than under a BRS, there is still a significant forward velocity and a lot of energy to be dissipated.

No effect at all! Except perhaps lots of feathers floating around the cabin and clogging up the A/C vents.

How did I go as a mere PPL?

You can find copies of the pages from "Journey to Nowhere" on flickr:

[MEDIA=flickr]Za2fxN[/MEDIA]

Well I can't compete with Thruster, that machine is something Heath Robinson would be proud to call his own!

But my interests are woodworking (and particularly woodturning) and photography. Plus a bit of gardening when her indoors needs a bit of help with the chainsaw!