giantkingsquid

I completed my PPL flight test last Friday, completing the transition from my non nav-endorsed RPC. Some stats from the very beginning in August 2017 when I embarked on the journey at 0 hours:

67.8 hours

24 go arounds

50 full stops

95 touch and gos

28.9 hours XC

14.2 hours PIC

$16,854 including $276.50 landing fees

To be honest, I really enjoyed my flight training, I got on really well with all of my instructors along the way which helps it to be a fun experience and not "more training". We did some cool things, took some neat photos, made some mistakes together and learnt a heck of a lot. I've flown the following types along the way J160, J170, C140, PA28, Victa 115, and C172 and I think flying differing types has broadened my experience and reduced complacency. The Jabs are definitely more difficult to fly than the GA planes; the Victa is the sweetest

Overall I'd say the standards are similar between the two RA and GA schools that I flew with, obviously the GA school is pretty strict on CTA and CTR, radio calls etc.

Now that I'm a PPL my plan is to use it as a license to learn, and to see some more of the countryside from the air. Also I plan to do my MPPC endorsement to fly the C182 soonish.

I'd also like to convince my wife to come up with me, any tips there?

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Sorry. I'm very late with this one. It's at Seminars & Workshops – AusFly 2018 or attached here as a pdf

Thanks for sharing!

Do you have a schedule for the seminars as yet? Some sound very interesting but won't be able to make the entire event.

We also had the 160hp upgrade at the last engine overhaul of our Piper Cherokee Cruiser PA28-140 and it was well worth it. We went for a more modest upgrade of the TAS to 110 kts. An improvement in the take-off run and climb-out was what we wanted, especially out of airfields like Dunwich(YDUN) and Stanthorpe(YSPE), that we regularly visit. The propeller was tweaked coarse to get into the upper end of the static rpm range required by the RAM STC.In the climb, on a cold morning, the VSI will easily hit 2000 ft/min rate of climb momentarily before I lower the nose to a more sensible 7-800ft/min. One thing to be watched also on cold mornings is that the engine will easily red-line at straight and level to about 2850rpm and must be brought back manually to the 2700rpm limit.

 

If you ever wish to sacrifice some speed for viewing fewer trees on take-off, Prop Care/ACS at Archerfield should be able to tweak the prop a little bit finer for you.

 

I see you have what looks like Metco-aire Hoerner wingtips fitted. They will give you an extra 2-3 knots TAS as well as better aileron response and a slightly lower stall speed.

 

Enjoy your little plane - we do!

A beautiful day for flying today, I had a delayed start waiting for the fuel truck, then he ran out of fuel so he had to go back to fill up. This gave me plenty of time to relax "inside" the plane as it was still a bit cool. I wanted to put my new D2 Charlie into action, had a flight plan from AvPlan across to it and the iPad Pro 10.5 on the yoke.After getting fuel I was off. Left YBAF  a very nice smooth day and was TAS @ 120knot. An average GS of 194.6kph and a short 100km 30min flight to YCDR.

 

Arriving at YCDR I joined a downwind as there were a few others in the circuit, had to slow her up a bit and extend downwind for a couple of other aircraft. A perfect touch down on 23, backtracked 30 slightly as the aircraft that landed just before I did, went into 12 to allow a waiting aircraft to take off (courteous piloting).

 

I was then happy to show the flight school that I did my RAA flying at our pride and joy.

 

It had to be a short stay as I had work to do in the afternoon, so I took back to the skies. Once again a nice quick trip back to YBAF with yet another landing by the numbers, get my taxi clearance and then tie her back down and head back home. I am really loving this beautiful little Piper.

 

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No on airport services.

My last flight was a few weeks ago. Took my first passenger up for a fly. My dad volunteered to be the guinea pig which was nice of him

It was a beautiful morning, cool on the ground, with a stiff breeze blowing straight down the runway.

I hadn't flown for a month so we did a few circuits first to make sure I still knew what I was doing. Looking back towards Orange:

Then we headed over to the Cadia mine for a sticky beak. It's a bloody big place, Australia's most productive underground mine, mining 30 Mtpa!

I then took us over Cudal and on to Manildra. It's very dry here at the moment, the poor old sheep have got a rough trot of it ☹️

And finally back to land on runway 11 at Orange.

All in all, it was a fun flight, Dad had a great time checking out the scenery and taking the lovely photos; I was pretty busy making sure my first passenger carrying flight was a successful one!

Just back from ferry flight Kilcoy,Q to Albany WA in RV6 VH-MJH with new owner. Conversion training en route and another 3 hrs once back home.Route was Kilcoy - Moree - Bourke - Broken Hill - Port Pirie (o/n) - Ceduna (o/n due wx) - Forrest - Kalgoorlie - Albany. [refuelled to 140L all these locations]

 

Total distance = 2063 nm

 

Total engine hrs = 15.8

 

Total flight hrs = 14.9

 

139 kts GS, (from 150KTAS), isn't shabby for an E to W transit, but we were more often below 2500 to keep out of the westerlies, so fuel burn was well above 33LPH with the 180HP engine.

 

Avoided the coastal Nullarbor transit due frontal wx, which was fortuitous indeed as winds reached 100kph along the southern coast. Via Forrest is a prudent route in winter months.

 

An interesting thing with BP fuel carnets - one card was very erratic, one worked every time - even when inserted in reverse! Carry a backup card. Most bowsers didn't have operative printouts - so be sure to take a pic of the bowser readout when completed....just to check your statements later.

 

happy days,

Sounds like a great trip!

Its been awhile since i have written a post in here - might have to start changing this. .My last flight was a trip in a JAB230D - from YORG to YTRE ( 30Mar 18) - i have been working in Bathurst for REX as a ground handler and not been home for 4 weeks, i didn't fancy the terrible long trip, delays from traffic etc.Luckily a mate had a JAB for hire - an easy under 2-hour flight, smooth as can be and a tailwind. I was happy to be on the ground in Taree - Good Friday by 1030am. Spent 2 days relaxing with family to fly back on Easter Sunday - again smooth conditions and 2 hour flight time.

 

Since moving to Taree i don't do anywhere as much flying as I did when working as an instructor in Bathurst with Central West Flying . I take the option of going for a buzz as much as possible when i get a chance.

 

See image of Lake Saint claire park on way back Sunday.

 

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So you’re persisting then?

Did you find some clarity Ramjet?

Inverted stall while under the hood?

My experience: Though I should clarify that I'm only at RPL now, but working towards PPL as time allows.

I carried out my ab initio training at an RAA school in SEQ, predominately in J170 but also J160 as well a little bit. I passed my RPC flight test at 24 hours and promptly did nothing for three months due to an interstate move and new job.

I went to the local school which used to be do RAA and GA, but now only does GA, "RA planes are no cheaper to run anymore so there's no point." I was expected to get the run around a bit, but after a few hours of flying around doing manoeuvres and circuits my instructor was happy with my flying. And I must say after the Jabs the PA28 that I am now flying is super comfortable, stable and all round pleasant.

We sat down and formulated a plan to work towards RPL, and he insisted on doing the two hours of instrument time, which I'm still not convinced is strictly necessary for a non-nav endorsed RPL, but anyway, I really enjoyed it actually :) We also did some fairly "severe" upset recovery, certainly way more upset than anything I'd done in RAA. Especially when under the hood... Recovering from an inverted stall half a dozen times when you can't see anything is a sure way to get air sick that's for sure! But again I'd say it is worthwhile and certainly not a waste of time or money. Hopefully I never get myself in such situation but if I do, somewhere in the old noggin is a method to get out of it...

A few more circuits at a very congested, high stress Class G aerodrome with three RPTs and four water bombers operating into at the same time and voila flight review signed off and I'm good to go: 5.7 hours, 2 of which was instrument flying. This may seem excessive for some, considering that RPC and RPL are meant to be equivalent, but I feel it was all very worthwhile, pushed me further into stressful situations and made me a better pilot. Time and money well spent. Now onto Navs and PPL.

There is a program by Garmin that I have used to overlay Garmin GPS data onto GoPro video without too much trouble. May be of use?

VIRB® Edit | Garmin

The smaller grids may give the impression of great accuracy but the forecast winds are still just that - forecasts. For manual planning, wouldn't you just pick an average wind for the track and altitudes you wanted to fly at and use that?

My android ozrunways uses it as a standalone map but I can see it probably should be used as an "overlay".

No towns, airports, geograghical features in the wind map...Do we just random guess the correct box?

Maybe youre thinking about aircraft with mixture control.Bing are self adjusting - sort of - and dont do much over 5000, so doubt you will see too much fuel savings at altitude

They are a very simple system setup to do most things, unfortunately not very well

It would be a fair bit of work to compile it all, so I suspect it hasn't been done by Jabiru.

In reality, hardly worth the trouble.For a J170 if you plan 15ltrs/hr, 100kts @ 2850-2900rpm the difference achieved will be less then the difference between forecast and actual wind at any alt.

Hi all,

Has anyone ever seen, or perhaps made for themselves some more detailed performance charts for the J170 (or similar)?

The POH only has data at various engine speeds, but it's all at sea level. I'm after something like Cessna (and the other GA manufacturers do) with power (or rpm if fixed pitch) vs altitude vs speed vs fuel consumption.

Cheers,

Tom

Thanks :)

I'm learning to fly with Caboolture Recreational Aviation. I'll certainly be watching with interest if any increase to privileges occurs. It would certainly be nice to stay RA, but who knows! So far I'm certainly enjoying myself and looking forward to getting airborne again.

Hi everyone,

My name is Tom and I came across the excellent tutorials on the site and thought I would say thanks for that great resource :)

I'm just starting learning to fly in a J170 and am very excited about it all. I'm looking forward to the navigation aspects that will come up in due course.

My aviation goals are not too extravagant, would love to be able to do longer trips with the family, I'd love to try camping by plane! Unfortunately I need four seats really, so will have to move to GA at some point. I think my ideal plane is a Jab 430 but don't feel like building one haha. Anyhow I'll cross that bridge when i come to it!

A colleague of mine owns this Jabiru at YCCY. I have been up with him and flown it a little, it's a nice handling machine in the air, but after 150 odd hours in it he still doesn't like landing it: tail loop happy apparently.