GraemeK

Welcome j3!

At first I thought what's he doing posting on "Just Landed", thought you'd been around a while, then I realised I'd seen you on PPRuNe!

Cheers

Google has it as 9.30am to 5pm 7 days - not sure how reliable that is!

Website‎: Moorabbin Pilot Shop

Hours‎: Open Daily 9:30am-5pm

Payment Accepted‎: American Express, Cash, MasterCard, Visa

Description‎: Pilot Supplies Lightspeed Jeppesen Pilot communications Bob Taits Dyson Holland

Email‎: [email protected]

Provided by the business owner‎

Mon: 9:30am – 5pm

Tue: 9:30am – 5pm

Wed: 9:30am – 5pm

Thu: 9:30am – 5pm

Fri: 9:30am – 5pm

Sat: 9:30am – 5pm

Sun: 9:30am – 5pm

The NSW police have an exemption from CASA allowing them to operate aircraft at night without lights .......

I was having a hard time getting it to stall at all!

BTW - good to see you've started on stalls - pretty benign in the Jab, hard to get a wing to drop .....

Yep - booked in with Kerry for 10am ....

... won't that be a lovely thought when I fly next ...

My choice was a relative cheapie - the Altronics C9070. My instructor had the same one and reckoned it was pretty good, so that was good enough for me.

When I (finally) get my certificate, I'll lash out on a more expensive set.

The chart is here. I'm always extra careful when the air temp and dew point are close together (ie close to 100% RH) no matter what the temperature - you can get temp and DP from METARS for an airfield near you. And as the chart shows, it doesn't need to be cold - you can still be at risk of serious icing on descent power into the 30's.

And there's an ATSB article here.

Yeah, with some difficulty though! I have the opposite problem, need to have them right in.

And Neroli is the wife of the owner of YLIL, Roger.

I like to try for fairly early, when the air is stable, but late enough so the fog's gone .....

And while Jeremy sorted out some of my problems, there's plenty more lurking there!! But it's still great fun, just I'm a slow learner!

And the rudder pedals on 4929? A bit of a bummer, but I think there's at least one ring on the aircraft, so grab it and use it to adjust the pedals.

Good to see you met up with Neroli - she's a great lady, always good for a bit of a conversation.

Oh, and on the Jab rudder pedals - just be careful adjusting them too far out because they can over-centre and lock - there's an AD out here. The YLIL Jabs have had the mod.

It seems everyone was at YLIL today...going to be there on Saturday too?

Did you look at my photo on my profile here ...We were going to do stalls but the visibility was too crap so we have to save that fun for next lesson...

I wasn't sure I'd be doing circuits because of the runway situation (only the short one was available on Monday, and no touch-and-goes because of the new grass) - so I did think about practising stalls, but as I was driving up I realised the clouds were too low for that - so not surprised.

Stalls are a lot of fun - as long as you've got lots of air beneath you!

I had a lesson with Jeremy on Friday - he helped me sort out a lot of my problems!

Cheers

Nice place to be!

I had a 10 o'clock with Kerry, out of there by 12 - would have been nice out over the valley but I'm still stuck in circuits .

Hi DS

Were you out at YLIL with Jeremy today? I think I was doing my preflight on 5231 as you guys came in from the training area.

Cheers

We now use a heated blanket over the cowling overnight with with has proven successful

I can kind of see an instructor with a low hours student taking a short period of time to talk through the take-off proceedure before sticking it, but any-one else should be straight off, I reckong it is a dangerous habit to get into.

I remember once having an issue with the plane which meant we sat at the threshold for maybe 45 seconds and it seemed like an eternity! Not a good place to be, and as you say a dangerous (and inconsiderate) habit to get into.

I came across the web site for t-bone headsets the other day.

These have an individually moulded plug and there is no separate mike - it picks up vibrations from the head.

But for noisy piston environments, they recommend putting a normal set of ear muffs over the top!

Here's the YLIL procedures (same as on the door of the school, used to be on the web site but link now broken):

And technically 36R + 36L are the same runway, so two aircraft should not be using them at the same time

Another "gotcha" is taxiing out to 18 - the taxiway is on the extended centreline of 18L so keep a good lookout!

Yep - 36R/18L are out of action.

When you line up at the south end of the field facing north, you're about to enter one of the 36 runways (36 = 360° = north). If the runway you're looking down is the one on the left, it's 36L!

Other convention at YLIL - use 36L/18R for takeoffs and touch and goes, 36R/18L for full stops. 36R/18L is the shorter (but wider) runway and is currently closed. It also has pilot activated lighting (but only by prior arrangement - someone has to go out and wind up the lacker band first) :big_grin:

EDIT: Sorry - your last post and mine overlapped - you got it!

Runway numbers show the magnetic direction (divided by 10).

Hence 36 is 360 deg, ie North. 18 is 180 deg, ie South. And so on.

Direction is pretty simple at YLIL. No wind - use 36. Otherwise into wind as best you can - one of our problems is that there is no cross runway - so if the wind's from the West you have no choice but to land crosswind.

EDIT: Always check what other aircraft are doing first - if everyone's in the circuit for 36, then chances are that's what you should be doing! At some stage, your instructor will show you how to amend the circuit direction - I've been in a situation where the wind was from the north, but swung around to the south on final so I had a slight tailwind for landing. On the next downwind we advised we were changing the direction, did a half orbit and headed for 18.

Hi DS

First point I guess is when in the circuit, try to avoid using landmarks to time your turns - otherwise it's much harder when you're trying to land at a new airport! Your instructor will help you out on that - for instance, for a power-on approach I've been taught to keep going on downwind until the runway threshold is at about 45 degrees from the downwind track, then turn.

For landmarks, mostly comes from experience in the local area I guess. Google Earth is OK, and I use it to get a feel for the landscape.

For YLIL, the most useful landmarks are:

• Mt Dandenong and the towers
   
   
  
• Silvan Reservoir (just to the East of MtD)
   
   
  
• Lilydale Lake (useful because due South of the airfield)
   
   
  
• Power lines (about 2nm south of the field - very useful if you get lost)
   
   
  
• Sugarloaf Reservoir (to the West, other side of mountains)
   
   
  
• Yarra Glen (racecourse is a good landmark)
   
   
  
• Steel's Hill (to the South East)
   
   
  
• Coldstream Airport (but don't get too close!!)
   
   
  

The Melba Highway is good to remember when you're coming back from the training area - track just to the left of it, staying clear of YCEM and passing to the west of Coldstream township.

And the downwind leg for either 18 or 36 is just to the West of Victoria Road, another good landmark.

Cheers

Well it's significant that the red covered documentwent to GA pilots (unless ours has been lost in the mail).I take it no statistics were provided, which is a pity because we all could have learned something other that the obvious motherhood statement.

Yep different times - but then Gorton was a Spitfire and Hurricane pilot in WWII, so you'd expect he'd have something sensible to say!

GAAP data IS recorded. Don't just look at the reports, read the weekly summaries. CTAF and CTAF® data is recorded too. There are plenty of incidents there, including ones involving airline aircraft using the wrong frequency where radio is "mandated."

And my understanding is that no records are kept of CTAF radio communications - hence any incidents in Class G are likely to be under reported. Thus the ATSB weekly summaries cannot properly answer your question "How many radio non compliance incidents seem to be caused by aircraft without radios?" - the data is incomplete. That was the only point I was trying to make.