GraemeK

Good to see another LIL flyer!

Russky Vityaz?

The Wokka Wokkas will also be monitoring (and transmitting on) 129.75 as they transit the coast.

Jaba - statisticians are actually a whole lot smarter than that! Rare events have their own statistical treatment, and that would likely not be regarded as significant. The press, on the other hand, love to blow things out of proportion - as in reporting road deaths for instance ("Horror weekend on roads" when even quite large increases are not statistically significant).

I reckon I'll still monitor Area. Out and about today I heard Centre warn two converging aircraft over Carrum, both at 1500 - and it has happened to me a few times. Listening on multicom doesn't help in these circumstances. So for me, 126.7 or CTAF on one radio, Area on t'other. Not much good if you only have one though.

No more slipping it in if you're a bit high either ...

Heuberger-Rinker H-5 Stinger?

No-one needs to sign off on general competency! There is no "endorsement" for general competency. As a pilot, it is up to you to ensure you meet general competency. It's a catch-all! So, with my 2 TSO'd GPS units I can position fix using GPS while VFR. And I can back that up in court if need be with my training records which show I was trained in the use of the 430W's.

Not so sure it's that clear Ian. A VFR pilot can use any of the relevant instruments (AIP 4.1.1) for position fixing (AIP 4.1.2) provided the pilot is competent to use them under Part 61.385 which is just the general competency requirement. Actually, 4.1.2 doesn't quite say even that - it says you can use instruments for a position fix without qualifying it - but then goes on to say you can only indicate in your flight notification aids in the aircraft which the pilot is competent to use. Confusing?

Grob 115 Tutor, but the one in the back has got me stumped!

They were very careful to protect the secrets of the transponder! "The demolition switches (69) for the IFF are on the electrical panel aft of the master switch (68)." That would sure stop it squawking! Forget about 7700, just blow it up!

JabFlyer, good to hear it went well, the runway is in reasonable nick. Have you been in to Drouin South? It's another favourite of the Lilydale instructors, and kept in great condition.

Check your AIP ENR 1.1-51 - "Beginning a flight at, approaching or flying in the vicinity of an aerodrome depicted on aeronautical charts without an assigned CTAF - MULTICOM 126.7". YIVE is depicted on aeronautical charts, so it's 126.7 (at the moment, anyway, may change again in the future). Area is used if the aerodrome is not depicted on aeronautical charts.

That doesn't look like it? My GE shows 2015. EDIT: Found yours now, looks like a new airfield being set up for joyflights, see here.

And yep, it's on the Melbourne VNC, so Multicom's the go!

Haven't been in there for a while, but my contact was Blair Hodges 0418 358 275. The strip is 1100m, with a pronounced hump in the middle, orientation 08/26, elevation 100ft. Hangar at eastern end with windsock. Fairly easy to find, about 1nm north of town. Note that there are two other strips in the vicinity - one is about 6.5nm ENE (not sure of its condition) and the other 2nm W just off Pearsalls Road (have been in there, but can't find contact details, don't confuse it with YIVE).

Depends very much on airport - I went through a stage a few years back where every single time I went through Heathrow my luggage ended up delayed, even when colleagues who checked in at the same time had no problem. At the other end of the scale, I remember a transit at Chicago O'Hare where my incoming flight was late and I had to run for my connection, only just making it as they were closing the gate. I suggested to the gate agents my luggage was unlikely to make it, but they assured me it would - and it did.

Monospar ST-4?

Pretty safe in a familiar circuit I would have thought. With an instructor with billions of hours in that plane in that circuit ... At least I hope if I ever find myself without an ASI I won't panic, fearing immediate death.

One of the most useful exercises in my training in the Jab was several consecutive circuits with the entire panel covered the whole time - instructor would ask me to tell him when I reached correct speed (climb/cruise/approach/etc) or altitude (circuit) and he'd sneak a look to confirm. I found it surprising how close I could get (of course, in a very familiar circuit, but still). I'm even more surprised to learn that it seems people are not taught this as part of their training.

According to the Country Airstrip Guide, there is indeed a YKWR (Koo-Wee-Rup Aardel Port) - 4.1nm 35degM from YTDN. Strip 720m, 09/27. Hangar and windsock, but no lounge!

I use the 121B in the Archer - works just fine and holds it neatly in landscape orientation.

Yes, in Class D you don't specifically request clearance, unlike Class C. So the first call is along the lines of: "Moorabbin Tower, Archer ABC, Academy one thousand five hundred, received Whiskey, inbound". Unlike Class C: "Essendon Tower, Archer ABC, Doncaster Shoppingtown one thousand five hundred, received Whiskey, inbound. Request airways clearance".

This has always intrigued me - so if I pick up all the costs, and don't charge my pax anything, it's not a private flight? Note they use "and", so all 5 conditions have to be satisfied.

Yenn is correct - if they respond with your callsign you are cleared to enter Class D. Normally, however, they'll also give you an instruction like "join downwind runway 35 right, report 3 miles". Once you are thus cleared to enter the Class D CTR you are also cleared to commence descent to circuit height and to fly the approach. The only explicit clearance you'll normally get is "cleared to land/T&G/the option".