RossK

Tell them it's for a snowmobile engine 😁

2018 Actually. Rates here are pretty good - Lilydale Flying School Do your lessons mid-week in a Vixxen, my equivalent training (27hrs) would be $5160 using todays rates. No affliation, just received good training from them IMHO, at good rates.

Mike Smith - Southern Sun Averaged just over 20l/hr

You don't have to pass all those extra test. You can get a basic RPC without Nav or Passenger endorsements and then just stay within 25nm of the airfield, simple. If you do your lessons frequently it can reduce the cost also. My RPC was $4620, 15 hours dual, 12 hours solo. I was doing at least 2 lessons a week. It can be done in less, 20 hours is all thats required, 15 dual, 5 Solo.

And this is the stupidity of the legislation and the way it's implemented. ERSA tells us that an airport is Security Controlled or not. Some actually state that an ASIC is required at all times, while others just say that it is Security Controlled. So it then falls on us to try to find out what aircraft ,and how many passengers do they seat, will be arriving to then determine if it's a Screened Air Service. Which for some Airports, is not that easy.

You would think that this could have been avoided with a simple procedure like; all approaches from the east, all departures to the west. Flight paths never cross.

Aviation Transport Security Regulations 2005 Subdivision 3.2.1 3.03 (1) Subject to subregulations (4), (4A) and (5), regulations 3.05 to 3.09 and subregulations 3.18(2) and 3.26(2): (a) a person in the airside security zone of a security controlled airport must properly display a valid red ASIC; and (b) a person in a secure area (other than the airside security zone) of such an airport must properly display either a valid red ASIC or a valid grey ASIC. Penalty: 5 penalty units. Note 1: The requirement in subregulation (1) applies to a person who is accessing parts of the sterile area not generally accessible to passengers or the public. Note 2: For properly displaying, see regulation 1.04; for valid, see regulation 1.05; for secure area, see regulation 1.03. Note 3: A person who properly displays a valid VIC or TAC, and is supervised by a person who properly displays a valid ASIC, need not display a valid ASIC—see regulation 3.09. (2) To avoid doubt, the obligations in subregulation (1) apply to crew. (3) A contravention of subregulation (1) is an offence of strict liability. (4) Subregulation (1) does not apply in relation to a security controlled airport from or to which no regular public transport operation operates. (4A) At a security controlled airport from or to which no screened air service operates, paragraphs (1)(a) and (b) apply only during traffic periods. (4B) To avoid doubt, there is no requirement that a person display a VIC or TAC in the secure area of an airport referred to in subregulation (4A) other than during traffic periods. From the Definitions; screened air service—see regulation 4.02. traffic period, for a security controlled airport, means a period that begins 2 hours before the scheduled time of arrival, and ends 2 hours after the actual time of departure, of a scheduled air service that operates to or from the airport.

Vectored Thrust

I'm not sure that's current OME. My understanding is; VFR Fly Half thousands, ie Even thousands plus 500 westward, odd thousands plus 500 eastward. IFR fly Thousands ie, Even thousands westward, odd thousands eastward. Keeps IFR and VFR separate at all times. But I don't fly IFR, so could be wrong. Thanks for all the replies. Particularly mkennard, I was unaware of the "pass abeam" function and will be using that from now on. The other thing this has taught me is that whilst I saw them 15nm away on the tablet, that's only 4min when the closing speed is 230 knots. I left it until 8nm, 2mins, away before I started to take action - made my radio call, waited for a response, none. Probably only left myself 1 minute to avoid. I need to be more proactive, earlier, to be safer.

One of the situations was, We were tracking just east of north, 007 at 5500ft, other aircraft was tracking just east of south, probably 170 at 5500. The didn't make any inbound calls, overhead calls etc or reply to my call. They were transmitting ADSB out though so I did see them from about 15nm separatation. When they were 8nm (2 minutes) separation I called them, no reply so I pushed the nose down and we dropped to 5000ft. We only had visual on them for about 5 seconds before they flew over the top of us. It was close enough to see that it was a strutless, retractable Cessna, and yes, not a media Cessna, a real one.

From this; posted in this thread earlier. Indicative Times Route 2 (1).docx

Good to see it's safe around Electric power lines though, just watch out for the electic ones, they'll kell you`

8 legs on your route, only room for 6 on your flight plan sheet

So, during Nav training, I was taught to plan via waypoints. VFR waypoints and Airfields primarily. Ie if we were doing a 100nm leg and there was a waypoint 10nm off track we would plan via the waypoint. With the advent of modern navigation aids, GPS, EFB etc, is this smart or safe. I've recently had 2 experiences where aircraft were around an airfield, not broadcasting their intentions or doing non standard procedures. Had I tracked around these airfields, I could have completely avoided these other unpredictable aircraft. I understand the safety aspect of navigating by map to ground and ground to map references and still do that on the EFB (not just follow the magenta line), but flying into airspace that contains other traffic may not be the safest option, when I have the option to navigate around it. Thoughts??

Yep, it's a good cause, OME posted this a few days ago For a good cause 309313 tickets sold, last I saw, 😁

I don't have a fear of spiders, which is fortunate as my wife is petrified of them. Any spider in our house dies, no ifs, no buts. Best experience with a huntsman was going in to the kids bedroom one evening and turning on the light, a huntsman had placed itself on the light switch 😬. Having been disturbed, it ran onto the top bunk bed and turned around facing me, 5 seconds later it ran directly at me, front legs flailing like swords, yes, it was on the attack. It reached the edge of the bed and lept at me, I kid you not! A deft side step and the huntsman missed me and landed on the floor, where it quickly met my shoe sole. I do have a fear of sharks - I'm not a fan of anything that can eat me alive. Not great considering my other hobbing is sailing small boats, and I do sometimes take short swims in deep water when things haven't gone the way I planned 🌬️⛵ The ground also has me concerned when I'm flying. From height it looks very hard and unforgiving to me. I've decided to take approach of sneaking up on it very slowly and trying to touch it gently, hoping it won't hit back, seems to be working so far...😉

Done.

Had a great result with the SE on Friday! Tracking over Yarrawonga I could see we we had a potential conflict with another AC, we were at 3500 tacking 005 and they were at 3500 tracking 175. I pushed the nose down and tried calling them but got no reply. 30 seconds later we watched them fly over the top by about 400ft. On the tablet I could see their altitude, speed and callsign, everything I needed to avoid them.

My sources say it's gone

I can't see why they'd put 80L in that wing just to test run the engine. The jerrys seem to be nicely arranged around the fuel drain too. It might actually be able to get off in the area they have (600m), that would be impressive. Can't ever see CASA allowing them to do it though.

Very well done when looking at Google maps - shows about 630m of open space from tree line to tree line and they've used about 500m of it. Yes, getting it out is going to be tight 😬, or on a truck ☹️

This company specialises in RV extras, started with a reinforcement for the nose leg, called Anti Splat Aero ! 😬 Antisplat

Is a little less flamability like being a little bit pregnant?

VH-ECI is in my Log Book 😁

OME, can I suggest you have an overfly type finish point close to the aerodrome, but not in conflict with the circuit. this way no one is trying to fight for their position to protect their finish time. As you say, it's only going to take 1 idiot to mess this up for everyone. I know it's more work, but I would suggest it's safer; I'm sure you've seen this from the Serpentine Air Race rules SECTION 16 – FINISHING 16.1 On arrival back to the airfield, pilots are to fly at the briefed height over such points as are designated on the aerodrome pre-flight briefing. 16.2 Observers and timekeepers will be stationed at designated points to visually identify aircraft arriving overhead. 16.3 An aircraft will be timed as crossing the designated point the moment the aircraft passes over the timekeepers stationed at that point. 16.4 After arriving over the top, competitors are to adopt normal circuit procedure. Sudden changes of direction or speed are prohibited after crossing the designated points, but pilots should land in the minimum time consistent with the traffic conditions and safety. 16.5 After landing it is mandatory to taxi to the allotted parking space before stopping the engine. Alternatively if you want the finish at the aerodrome, the finish could be the crosswind join for the circuit; For 04, AC must overfly midfield at 1500ft agl, decend on the dead side and join 04 crosswind, finish is when they cross runway centreline. For 22, AC join crosswind 22 at 1000ft agl, finsh is when they cross runway centreline. They will be broadcasting their 10m inbound and should also broadcast their joining crosswind, which gives your observers, who, what and where to look for.