GraemeK

While the exemption only allows training, it is not restricted to students. Thus if you have an RPC but are operating "under the control of the operator for the operation and carrying out of training sequences authorised by the operator’s chief flying instructor" then you're good to go. One of the problems with the current regulatory regime is that you can't just read the regs to discover the rules (and that is a task in itself, eg Part 61) but you also need to trawl through hundreds of exemptions/directives/directions/authorisations/approvals/instructions/permissions - have a look at the list of Legislative Instruments on the CASA site. Too much for this poor old pilot who just wants to enjoy his flying and explore our great country.

CASA has issued a whole series of exemptions for RAAus flight training by particular schools at Class D airports. Here's one for Bankstown.

Well done M! First solo is something you'll never forget. I did my first solo in the Jabiru (5231) at YLIL, now flying Warriors/Archers from there.

Another vote for Dyson-Holland, it closely follows the RAAus syllabus as Ian has pointed out.

Never noticed that myself - just folded each A4 page up so it fits the licence holder. But if I put the old reading glasses on, under a good bright light, I can just make out the perforations! But 20 mainly blank pages? Waste.

That's what I did - a cheapie Altronics, then later a Lightspeed - the Altronics now used for pax. After the Lightspeed, I could never go back ...

A real problem IMO. Right on the busy coastal route, smack bang in the path of YMEN-YMMB traffic, at least 4 possible frequencies in use (Centre/MB/EN/Yarra), EN approach point at APL, etc etc. Just a dumb location in my view. And flying out of LIL, I'm used to flying in the midst of skydivers.

I occasionally fly into a strip not on any chart, and several times other pilots have reminded me I'm on Centre - including at times Centre themselves.

I agree - if I ever found myself inadvertently in IMC, last thing I need is the thought running through my head that I'll be dead in 128 seconds - that would sure add to the panic just when I would need to be focussed on keeping the bugger upright.

G'day Frank and belated welcome! Good to catch up at the BBQ last Sunday.

Another great video RJM - keep 'em coming! Looks like you're very close to solo. Been quite some time since I've flown the Jab, so good as an update for me!

I sat my PPL exam with ASL - went in with everything including recommended WAC's and calculator (non-programmable, bought especially for the purpose) only to discover that they provided copies of the WAC's and a calculator. Agree with aplund that VFRG/ERSA are a must - also make maximum use of the material you're allowed, look up anything you're not absolutely 100% sure of, you've got plenty of time. I was expecting some interesting 1:60 nav stuff, and sure enough there was a question that looked like it would need some of that but (after wasting time plotting lines on the chart and doing some 1:60 calculations) it turned out to be much simpler than that! Good reason to read the question properly before jumping in! Like aplund, I spent pretty much the whole allotted time - the last 30 minutes or so going back through my answers. And just as well, because I found one answer I couldn't reconcile to my calculations, I'd marked the wrong box. And nearly destroyed a perfect score! Having said that, quite a few left after a couple of hours or so - just proving you have plenty of time so no need to rush.

Was lucky enough to have 2 hours in the full motion Qantas 737 simulator at Essendon a while back (part of their free Frequent Flyer goodies). Spent most of the time doing touch and goes at Hong Kong (Chek Lap Kok unfortunately, not Kai Tak!) with some steep turns (Bank Angle!! Bank Angle!!), engine failures, stalls, etc thrown in for good measure. Finished up with a couple of approaches into Queenstown NZ. Great fun, and incredibly realistic. Hardest part was taxiing, tending to overcontrol.

I also thought that was the case, but it appears that the RPL controlled airspace endorsement doesn't require a Class 2 - the only restriction relates to number of passengers (1).

Another check from the manual is (with the brakes applied) to rock the plane back and forth and check any play between the undercarriage legs and the fuselage.

Best way is to get your 10 hours up before the flight test - that way you not only have a bit more experience before fronting up for the test, but the examiner does the pax flight check at the same time. At least, that's the way I did it, and the way recommended at our school.

I downloaded this a few days ago for my iPad, and it's very impressive - user friendly compared to downloading from Airservices. And having it all stored on the iPad (downloaded via WiFi to minimise 3G charges!) means you're not dependent on the phone connection.

Can understand your frustration Darky! For me, even worse - I've spent so much time O/S that it's been over two months since I've even seen a lighty, let alone flown one! I've been tempted to try a TIF in the UK several times, but other things have taken precedence - surely you could have a fly, even if it is with an instructor? Cheers

Fantastic Darky - well done!!

Apologies if anyone was offended by my flippant remarks a few posts back. But you've got to be very happy indeed that Darky and her instructor were able to safely bring the plane back despite the significant damage to the tailplane - as others have pointed out, it could have been a very nasty outcome. It got me thinking about how a composite airframe would have fared - Jabiru f'rinstance. The metal tailplane in this case has been able to absorb a substantial amount of kinetic energy by progressively deforming - in a composite however, you would get some very large torsional and compressive/tension forces which could possibly lead to structural failure. Maybe also a case for the all flying tail - I'd imagine a conventional tailplane/elevator setup might have resulted in the elevator jamming in this situation. Also a testament to the Warrior - looking at Darky's pics and those of the BZA/UMB midair shows they can remain flyable in the face of significant damage.

minor damage, it'll buff out

Well done Darky!!! Even though mine was over 40 years ago, I can still remember the relief ......

Interesting question - my first reaction would have been no way it could be done. But then CASA just published this exemption, allowing RAA pilots to conduct aerial photography from weight shift aircraft, and even to enter CTA to do it! Admittedly, need an AOC, but apparently it can be done.

There's also the Grampians Airfield YGMP, approx 13nm north west of Halls Gap (142.27E, 37.05S). 1200m grass strip, 06/24. PPR (03) 5383 9215. According to the guide, they have accommodation available. Not been there myself, so don't know condition etc.

Just tell 'em to put their head down their jumper if they feel crook, and breathe deeply. They'll still throw up, but at least it won't go all over the place .