GraemeK

Good to see another LIL flyer!

Russky Vityaz?

If your going the coast just watch out for the Esso Wokka Wokka thump thumps between Golden Beach and halfway to Seaspray, they will be monitoring 118.300 anyway

For example - if you have a rare event and it happens say once in a year across all of Australia. In a particular year it happens twice. Statistically the event has doubled in incidence and would cause red flags to rise in statisticians everywhere because a 100% increase is statistically significant. But in clinical reality an event that happens once in a million tests is as good as exactly the same as an event that happens 2 times in a million tests.

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.

Stop saying “roger”

Heuberger-Rinker H-5 Stinger?

Now as far as GA goes, 61.385 states that you can only use the navaids if you have been deemed competent to operate them by someone who is qualified to assess your competency, ie a flight instructor. There would be very few instructors willing to sign off that unless you hold either an NVFR rating or an instrument rating, as you are required to demonstrate you meet all the competencies in the MOS.

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.

Additionally if you don’t hold an NVFR/instrument rating you can’t use any of the nav aids for position fixing. Whether you like it or not, the rules are extremely clear on this one.

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?

Two planes here, one easy one in the background, and in the foreground is the (not exact model version) first plane I ever flew back in 99/00! Whenever someone asks me about the first flight, and I tell them about this plane I get some blank faces back, so just putting it out to the room :)[GALLERY=media, 4027]Guess Planes by Pominaus posted Oct 1, 2017 at 8:38 PM[/GALLERY]

 

P.S. I've seen some people looking up tail numbers - naughty - so I redacted them with virtual tip-ex

You will no doubt all be pleased to know, that I found the Mossie POH online.

"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.

Legally, unless it is within 10nmiles of a ctaf, it would actually be area frequency.

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.

Google only lists it as a waypoint, but Google Earth shows what looks like an airfield under construction. (See below, looking south). Street View at that location shows cow pasture. Imagery dated 2017.

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?

I reckon that's unsafe!

At least I hope if I ever find myself without an ASI I won't panic, fearing immediate death.

... if you cannot fly without any instruments when you are in VMC you really do not belong in the airspace ...

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.

Would YKWR (?) have a dedicated Bogan 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".

(d) the persons on the flight, including the operating crew, share equally in the costs of the flight; and

 

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".