RossK

Hi Bruce, unless i've missed something (which is possible) there is nothing in the new rules that is forcing us to fly under 3000ft. The radio requirement is still above 5000ft in class G The only extra burden is to fly the VFR cruising levels if above 3000ft.

There was/is another hypothetical mountain in the way 😁

I was taught that it's best to fly hemisphericals whenever you can, regardless. Hypothetical. I'm flying a track of 175deg at 3500ft and approaching a 3000ft plateau, cloud base is 5000ft, so leagally I can punch through there. But, the plateau is covered with tiger country. I can deviate track to 165deg and follow a valley with a floor of 1500ft around the plateau, but at the southern end I have to track back 6nm on a heading of 200deg before picking up my track of 175deg. What altitude do I fly that 6nm on 200deg heading at - is it practical to descend to 2500ft and then climb back up when I resume track - the leg is less than 4 minutes.

Factory Built J230's are LSA though aren't they - so can't increase the MTOW unless Jabiru do the paperwork to recertify them.

Recently bought an electric pole saw - fantastic thing, only has 30 mins of run time per battery, but with electric, that's 30 mins of actual cutting time, which actually is a decent amount. Uses the same battery as the electric mower 😁

My simple understanding of V1 is; The PIC has done the calcs and has an abort point (ie a distance on the runway). If he hears the co-pilot call V1 before that point, he knows there is sufficient runway and thrust available (even with an engine failure before Vr) to reach Vr before the end of the runway. If he doesn't hear V1 at the abort point, he aborts.

Avalon is an example of how it can work Class D Surface -2500 Class E 2500-4500 Class C 4500-12500 So VFR traffic has a 2000ft laneway right over the top of the Runway.

Did a hamburger run to Apollo Bay yesterday. YLIL - YTYA - PIPS - YAPO and return stopping at YTYA for fuel.

No Information surfacing. Awfully close to those powerlines 😬

Can you not follow the Burnett Hwy west and then climb out under the 2500ft step and then head south?

The conversation had drifted to CTA access for RAA certificate holders.

Just do long approaches and long finals 😁 you can be under 500ft AGL as long as you are on final or upwind

From the RAA Ops Manual "Controlled Airspace may only be entered by recreational pilots complying with specific criteria as outlined in CAO 95.32 and 95.55, upon receipt of a clearance." CAO 95.55 Section 7.3(d) "(d) the aeroplane is flown by the holder of a valid pilot licence (not being a student pilot licence): (i) issued under Part 5 of CAR 1988; and (ii) that allows the holder to fly inside the controlled airspace;" So RAA need to get CASA to amend CAO 95.55 and remove 7.3(d) That's my understanding of the situation.

It's the Jetski of the sky........

@KRviator lets just say we both interpret that report differently. Though, I've never said ATC dont share some of the blame (they do), he was only going to be in the class C for less than 3 minutes, and their instructions to transit the Class D should have given him vectors, not just told him to descend to not more than 1000ft. But if he actually knew where he was, he wouldn't have descended through cloud to below ground level.

You're forgettting that you are also paying for maintenance by the hour, so going faster and reducing the flying time may actually be more economical. If your hiring aircraft on a wet hourly basis, fast is cheap.

No weather check, No flight planning, not IFR rated, not familiar with IFR instruments fitted not using paper charts or EFB, ie not actually navigating no current BFR - unlicenced flys into IMC And it's ATCs fault? 🙄 I'm not convinced.

If you get onto the RAA site, as part of their Octoaber Safety month there is a Survey. RAA "Help us Improve Safety" Give them feed back that the incident reports are mostly useless without a follow up report.

I haven't been to a Security Controlled airport yet, but when I was planning a trip to Moruya, I rang the airport manager and asked. The response was to check the RPT schedule and just make sure we're not on the apron 1 hour either side of the RPT arrival or departure time. All other times, we were welcome to come and go as we please. So best to check with the operator.

The extra Mile -Stefan Drury The problem for our RAA craft is weight, good folding bikes are typically 12-15kg each. most RAA planes are 25-40kg of baggage max.

Should be able to get at least 5 sequential touch and go's on a 3300m runway 🤣

This is the comment that you should pay attention too, IMHO, it's by far the most accurate statement in this thread. Annecdote; my other hobby is sailing off the beach dinghys, and i've progressed through several classes getting faster and more complicated each time, with the culmination being an 18ft skiff. I've raced at state and national level - I'm never going to win at this level, but finished in the top ten regularly. Wind back 10 years when I was teaching my daughter sailing in a high performance skiff, great fun. But, she got a boyfriend and I soon found myself on the beach with nothing to sail. So I started sailing one of the clubs training boats, ie beginner level stuff. I had just as much fun sailing and racing that boat as I did the skiffs. It's not what you are sailing/flying, it's just being out there doing it that is enjoyable.

Australian version......"Hold my beer...." 😃

I think Yenn might be right in that you don't need approval if it's a removeable device, as the 660 would be if mounted in an Airgizmo dock.

Crab techique for me. I agree with the article on the point of doing what you always do. Crab techniue uses all the same speeds, decent, etc, that you use every other landing, just not pointing the nose down the centre. Also, instructions for our AC says crab is better as with a pretty low wing, it's very easy to touch the wingtip on the ground using the wing down method. I also like the point made in the comments about picking x-wind right to left over left to right if you can for take off. I have had the experience of running out of right rudder on a left to right x-wind takeoff. The nose weathercocked left as soon as the nose wheel was off the ground, despite full right rudder.