phantom1959

It is a very sad time for local aviators in Echuca. The pilot is a well known local businessman and unfortunately his brother, one of the pax, is in a serious condition. The back seater is also a well known lady pilot, a skilled FW & RW operator.

Our thoughts for a quick recovery go out to the three of them.

Some 20 years ago I had an experience with "shotgun Sally" at Bankstown. I can't remember why, but I was entering the area from.a non standard approach. Then decided to fly to the standard approach point and report on arrival to that point. Well I accidentally called over the transmission of another aircraft. I thought that the controller, shotgun Sally, was calling me, she talked so quickly all that I could understand was the ending of her transmission was "qubeck", I was flying an aircraft that had a call sign ending in"qubeck". Well that slowed her rapid aircraft handing right down, did she give me a dressing down over the air. I was ever so cautious at that point. She gave me instructions to fly for a centre runway landing. In the following short time she must have changed the instruction to the left runway. I was certainly not answering any call that I was not sure of, so I never sent a confirmation reply. As I was on final descent I noticed a twin lining up on centre, I was confused and reluctant to report it owing to my earlier dressing down. The I got a very distinct instruction " clear to land on Left". I reported that I was on centre and given immediate go round. Things went normally after that. Some ATC official called me on my way home and said that they would be reporting me! Well after I replied to CASA with a written report saying that Shotgun Sally was difficult to understand and what had happened I never heard another thing. Not even that the issue was resolved or dropped.

I avoided Bankstown like the plague after that.

Geoff

Hi Geoff, thanks for your recollection!

Some people (like Shotgun) just don't get it at times - I understand when the sector/Tower/approach get busy but, those are the times that it is most important to be precise and, because it is busy, the ATC doesn't have time to say things twice.

That is when it is incumbent upon ATC to purposely slow down their delivery so the right message is delivered to the correct pilot!

If they don't do that the result is lots of "say agains" or "I missed that" or "was that for me?" all of which takes up valuable time.

For some years I worked the sector that encompasses Mangalore (YMNG) and as we have seen this year, it is a very busy and sometimes, a tragically dangerous bit of airspace.

When the work-load builds up there the opportunity to repeat transmissions disappears - as well as looking after Mangalore this sector also does arrivals and departures into Albury (so co-ord' with the tower) low level traffic into and out of Canberra (co-ord to Approach) plus all of the traffic into and out of YSWG

I have on many occasions instructed Asian students at YMNG to put the instructor on the radio (if there is one) because even though the students have supposedly passed the 'English Language' test, their skills are not really up to speed and I didn't have the time to repeat all of the traffic info etc.

If you have more than 2 or 3 aircraft doing air-work overhead the field in addition to other aircraft taxiing at YMNG plus on top of that, any hazard alerts, amended TAFS, SPECIS or new NOTAMS that have to be passed you can just imagine the congestion on the frequency!

So the "Shotgun" style of delivery is very self defeating!

Fly Safe!

Cheers.

The RAAF operated Bell 47G's in South Vietnam, under the auspices of 161 (Independent) Reconnaissance Flight. Specifically Bell 47G3B1 Sioux, in the RAAF description.

They were primarily used as forward observation for artillery spotting, but their uses were extended to multiple other roles.

 

Here is one shot I took in October 1970, when I was in the Land Clearing Team in SVN, specifically at Night Defensive Position (NDP Helen). NDP Helen later became Fire Support Base (FSB) Helen.

I have never posted this photo anywhere on the 'net before, because I am very protective of my photo privacy. I would appreciate if members ask me before reposting this photo anywhere.

 

I was with 17 Construction Squadron, and we built the NDP from scratch in the Jungle. We had 4 x Cat D8H dozers in the team, and we would clear a sizeable patch of the Jungle each day to deny the VC and NVA a place to hide.

The clearing was also designed to assist local farmers to acquire extra land for farming purposes. We had good protection in the form of Centurion tanks, M113 APC's, and the infantry patrolled regularly.

 

Despite the protection, it was dangerous work, the VC and NVA targeted us continually, M16 mines were common, being mortared was common, and RPG's were a major threat.

The dozers were fitted with rudimentary 16mm armour plate on 3 sides, designed to resist rifle fire only. The VC got one of the dozers with a buried 200 litre drum of explosive, they blew the motor right out of the chassis.

 

Then there was the weather. In the photo below, you see the results of the tail end of a Hurricane, where we got a staggering amount of rain overnight. The landing pad is Marsden matting.

We had duckboards made from used pallets to get out to the landing pad. You sank to above your knees, if you tried to walk anywhere off the duckboards!

 

U.S. Army Chinooks would deliver our fuel in huge rubber bladders, and the Hueys would deliver daily, with resupplies of parts and consumables - and dinner in hot boxes at tea time!!

 

I believe the photo is of A1-641 - which was lost in a crash at Lanefield QLD, in September the following year. It's not clear in my photo, but an M60 MG is fitted to a pintle mounting on the right forward landing skid, support tube.

There is a much clearer shot of the M60 mounting in the ADF serials page of A1-641. Interestingly, Bell did not recommend the mounting of any armaments to the Sioux!

 

Below is the link to the RAAF, ADF Serials page on the Bell choppers. Below that, is a link to a very good outline, by Sgt Tom Jobling, of "Chopper life" in a Sioux in SVN.

 

http://www.adf-gallery.com.au/3a1.htm

 

https://mhhv.org.au/wp-content/uploads/A-Tour-of-Duty-with-161-Independent-Reconnaissance-Flight.pdf

 

 

[ATTACH type=full" alt="Sioux-1.jpg]52876[/ATTACH]

Thank you for your service, crap conditions to be working in!

It's not only pilots who talk too fast.

 

Poor old Harrison is in strife again and I reckon it's not entirely his fault.

 

 

(Interesting debate in the comments but to see that you have to click through to watch on YouTube proper.)

I reckon you're right there Garfly, when 9HU reported "holding short at Hotel" all the ATC had to do was acknowledge with the C/S or if busy - say nothing at all, the aircraft had stopped where he was told to and couldn't go any further without an onwards clearance.

If I were to say anything else I would have reiterated "Hold Position" but as soon as the ATC said "Continue.........." the opportunity arose for an error and the pilot ASSUMED he had a clearance to continue taxiing (across the rwy)

When I had ATC trainees I always hammered into them the importance of unambiguous phraseology!

One of the classics with one student (fortunately in the sim') was an aircraft called up saying " Centre, Speedbird 249 maintaining FL320, request climb to FL 340" the student replies "Speedbird 249 Climb to FL 340........................ (student thinking whilst looking at opposite direction traffic at FL 330 ) Not available"

I explained how this was sooooo dangerous! - All the pilot hears is "Climb to FL 340" the "Not available" 5 seconds later is missed!!

I drummed in to students to NEVER (ever) mention a level that you weren't going to assign!

Over the years have heard mountains of crap phraseology (and have been guilty at times of adding to that mountain!)

My wife requested for her birthday something that goes from O to 130 in 5 seconds. I got her a very good set of bathroom scales.

Hope you are recovering well in hospital, a frying pan to the noggin can be quite painful!

I took up horse riding to lose some weight; after 2 weeks the horse has lost 20 Kg!

KTI - 10 year battery life, made in Australia and fits in a pocket. Easy! [ATTACH type=full" width="148px" alt="1584258777312.png]51476[/ATTACH]

Great little unit the KTI, takes up bugger all space and has a few good little extra features.

Just so no one is confused, we are talking about airmanship when your Ipad freezes, runs out of battery, and you forgot to bring the spare, charge the battery, load the software etc.

I did a (GA) BFR a few years ago and as I was setting myself up in the cockpit I got my ipad out and placed it in the holder on the right hand yoke (P28-140) the instructor admired all of this and said "O.K for the purpose of the exercise your ipad has failed - what are you going to do know?" Well I said - reaching into my nav-bag I guess I will use my spare ipad! He said okay then - fair enough - at least you have an option!

Now I only fly RA but I must admit I don't carry a chart with me as I mainly just fly locally (withing 20-30 nm) but if I do intend to do a travel flight I have an old VNC with me, a Garmin GPS that is both battery powered and ship powered, my trusty ipad with OzRwys and finally - just in case IOS lets me down - an Android tablet with Rwys on it! The gear doesn't weigh that much and I ensure it's all updated at home before I leave, I find that a paper map is a P.I.T.A in a small cockpit - particularly when I was sooooo clever and had them all laminated! - now I need my own body-weight in Bulldog Clips to keep the thing in check!

But following this thread - I find it amazing that people still manage to become "Geographically Embarrassed" or not know what frequency they need to be on.

By all means use the paper maps for ab-initio skills but modern training should include proper use of an EFB - they are not that expensive (compared to getting a licence / certificate) and with ADSB etc on some platforms it is yet another tool to enhance 'situational awareness' - something that seems to be becoming a lost art.............

Can you provide more info on the GPS antenna you say you use with your iPad?

 

Thanks

The GPS receiver I use is called a 'Bad Elf' - it is about the size of an egg and it also has a Bluetooth connection to your ipad. It will service up to 5 devices so you can have it on your aux' EFB or phone. Cheers!

Being an ex-ATC I know quite well the difference between "request xxxx" or "require xxx"

One - I would do my best to accommodate, the other it was my mission to make happen!

I would always tell pilots at information sessions that we used to hold that they had to let us know what was happening in the cockpit otherwise we couldn't give them the best service they needed.

I remember one night when I was in a C177 coming into Cooly' (VFR) the tower controller wanted me to hold east of the coast and orbit due to an IFR jet arrival.

Even though it was VMC there was no moon and it was as black as sin - no horizon, I said I REQUIRE to hold over land so I had the lights of the CBD to have as a reference, he got all shirty but when I insisted, he re-issued the clearance.

When we landed I phoned the tower and explained to him why I needed to be there - he wasn't a pilot and he didn't appreciate what he was asking me to do - so after a bit of explaining he was all "sorry about that chief" and we all went away happy.

Similar words - BIG difference!!

Still piss funny after all of these years!

The mayday call is much more appropriate in a dense traffic controlled environment. There's been planes and lives lost when pilots have failed to "require" expediated landing clearance. Getting people through other people's levels and maintaining separation isn't easy. Much less evident in our operations how relevant itis Regarding pulling a stunt to get in quicker I'm sure the fuel remaining at the terminal will ne assessed in the circumstances AND why the reserves were not there if they should have been.

The fuel required was one of the most intensively scrutinised part of the plan.

Apart from the 45 minutes statutory reserve, there was the fuel required for the actual flight Plus 15% IFR reserve plus any weather related holding - Tempo - 60 minutes, Inter 30 Minutes, plus any traffic holding as specified in ERSA or NOTAM plus fuel required for flight to an alternate field if required.

Once that was all sorted out FPA would be granted, the FPL signed and away they went.

When the airlines decided that they were the best arbiter of what fuel was needed (as they were the operators) and they really didn't like paying for an Op's service that they could do themselves - the briefing offices and ATC op's disappeared.

The rules became a little more rubbery - it became "sufficient fuel to safely complete the flight" a very good catch all phrase for CASA because if you ran out of motion lotion you obviously hadn't complied with the rules!

Progress, you gotta love it!

Hi Shane'I live in Heathcote and fly out of Bendigo.

I was interested in the plane you purchased when I saw it online but didn't go on with it. Changed my mind about buying a fabric covered plane.

 

You have got a good buy as it's like a new aircraft and have since found out being fabric is no problem.

 

Might see you around in Bendigo or Echuca, I will keep an eye out...would love to come for a ride,

 

thanks Butch

If you would like to go for a jolly I should be around anytime after 14 O'clock! Ph 0438 118 126

Cheers.

Hi all,Does anyone fly or own a Rans S6 Coyote?

I'm looking around to buy my first aircraft and they seem to be reasonably priced, get good reviews on the internet and are easy to fly for a lower hours pilot.

 

Most are kit built -19 rego, any concerns about someone else's build?

 

I know nothing about fabric covered aircraft, are there any draw backs compared to metal?

 

thanks in advance,

 

cheers and Merry Xmas to all !

I have recently purchased a RANS S6 Coyote II from a builder at Holbrook.

I have done a fair bit of homework on this model plane and it ticks a lot of the boxes that I wanted.

The aircraft I bought is still in its infancy and has just clocked over 40 hours.

Having owned a Cherokee 140 in the past I certainly appreciate the difference in running costs and the fun factor is huge!

I am located in Echuca and if you are nearby and are still interested I would be happy to show you the plane and take you for a ride.

Just pm with your details.

Regards,

Shane.

What gets up my nose is that an aircraft transceiver is just a simple AM transceiver, like the old AM CB radios, just using VHF instead of HF. Now, if we have to pay $1000 for a simple piece of kit then I would assume that's because they are built to a far better standard than a CB radio. So, how would MicroAir be allowed to produce rubbish? There is nothing that justifies the ridiculous price for any equipment we put in planes. I know folks who still have working AM CB radios from the 70s.

The guys (Frank & Nigel - Airshow Operators Par Excellance') have had no end of trouble since day one.

I think I can count the number of times that these things worked properly on an extremely sloppy 1 handed butcher named Stumpy!

The feedback issues are horrendous; we have had radio gurus who attend air shows for work and play just give up, shrug their shoulders and then have to be restrained from jumping off the display control position scaffolding

Honestly, I think we would be better of communicating with the aircraft via sign language!

The guys have spent lots of $$$ trying to get the sets right but we all realise they are just boat anchors masquerading as radios for the short term.

That you had the courage (?) to write in and ask for advice shows that you have matured in your aviation career to the point where know that you don't know

everything!

This is very important..... IMHO the ONLY time you know everything you NEED to know about aviation is the minute after you hang your headset up for the last time. Everything prior to that is a learning experience.

When you find yourself in a tricky or unfamiliar situation remember the basics - 1. Fly the aircraft, 2. Fly the aircraft & 3. Fly the aircraft.

You made a "Command decision" to go around the range rather than over it.

That is what you are trained to do - assess a situation - make a decision that will keep you and your machine safe.

That you fly for a bit longer, used a bit more fuel - so what?

What are the implications of the diversion on fuel remaining? With a change in direction - how are you going for your cruising level - is there a change required?

Consider amending any SARTIME you may have submitted, are you still going to be at your destination in time to cancel?

Remember to tell someone that you have diverted though - I'll tell you why if u are interested.

I understand from your post that you knew where you were and a big thumbs up for that.

However, in the future when you may have become "temporarily geographically embarrassed" (not lost!) ask for some help - if you have a txpdr ask centre for a position & ground-speed check, that's what they are there for. You can use the updated info' to sort yourself out.

Trust me, it is much better to sort yourself out early in the piece rather than saying nothing and only speaking up when it is 15 minutes to last light and / or you have 20 minutes of fuel remaining!

Congrat's on your achievements thus far!

Cheers.

Hello again ladies and gent's

I was a member of this site years ago (so long ago I forgot my username etc!)

But I am back again!

Since I was last here I have sold my aircraft and also retired from ATC.

I have joined RA Aus and look forward to obtaining my RA ticket.

I reckon it's too difficult now with CASA & AVMED - jumping through too many hoops just to keep a PPL medical going.

All for the 'priviledge' of flying 40 year old GA planes with steam driven instruments and power plants that gobble Avgas at a prodigious rate.✈️

Better of now (imho) to fly LSA with glass cockpits, and more modern and economical engines.

I am also looking forward to expanding my knowledge through this website - there seems to be a lot of clever people out there.

Cheers.

I think you will find it is always best to get in early and get your paperwork done asap.

RA Aus won't issue a Pilot Certificate until you have completed your training and passed the test.

You will however get your membership number quite quickly.

As for flying in Australia, even though we are "Down Under" it is much the same as flying in Canada - push stick forward - trees get big; pull stick back - trees get small - keep stick back - trees get big again (lol)

But on a serious note - just listen to your instructor - they will give you all the training you need with regards to airspace and procedures. Once you have done the appropriate x-country and CTA training there is (almost) nowhere you can't go in Oz.

Have fun with your training (what location are you flying at?)

Cheers.

The last several weeks have seen weather, especially in Victoria, where severe turbulence events have occurred.Turbulence is something I would like to know more about so I can properly understand the dangers it presents.

 

It wasn't something I learned in my PPL beyond a warning to "stay out of the yellow if it's rough upstairs".

 

We have an Aerocommander here week nights doing the bank run and I sometimes think about the pilot on winter nights when storms are about. I saw the results for one of this type at Clonbinane near Mt Disappointment some years ago. I'm sure it was nothing to do with the Aerocommander and everything to do with the conditions it encountered.

 

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Two dead in light plane crash By Jamie Duncan

 

July 31, 2007 10:22pm

 

Article from: AAP

 

TWO people have died in a light plane crash north of Melbourne.

 

The wreckage of a twin-engined Aero Commander was found by a search helicopter crew in trees near the tiny town of Clonbinane, near Wandong, about 60km north of Melbourne, about 9.45pm (AEST) today, Victoria Police spokesman Wayne Wilson said.

 

There were no other people on board the flight.

 

The identities of the victims are not yet known.

 

Police believe the fatal flight took off from Essendon Airport bound for Shepparton, 180km northeast of Melbourne.

 

A search for the aircraft was sparked in the Wandong-Mt Disappointment area after residents reported hearing a light plane in trouble, followed by an explosion, about 8.20pm.

 

The plane came down near Drag Hill and Raynors roads, south of Clonbinane and northwest of Mt Disappointment.

 

Earlier tonight, the weather bureau issued a severe weather warning for western and central districts of Victoria, including the crash site, for severe winds averaging 75km/h with gusts to 110km/h, especially in elevated areas.

 

The area is near the top of the Great Dividing Range.

 

Monument Hill, a short distance west of the crash site, rises to 480m above sea level.

 

Police have sealed off the area and are awaiting the arrival of crash investigators.

 

http://www.news.com.au/story/0,23599,22169185-2,00.html

 

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Media releases: 09 November 2009 - 2009/13: Pilots reminded to be aware when operating in areas of known or forecast turbulence (Media releases: 09 November 2009 - 2009/13: Pilots reminded to be aware when operating in areas of known or forecast turbulence)

 

Media Release

 

2009/13: Pilots reminded to be aware when operating in areas of known or forecast turbulence

 

09 November 2009

 

The investigation of an in-flight breakup that occurred near Clombinane, Victoria on 31 July 2007 has found that it most likely resulted from an encounter with localised and intense turbulence, from an elevator control input, or from a combination of both. The accident resulted in the death of the pilot and passenger on board the Rockwell International Aero Commander 500-S aircraft on a business flight from Essendon Airport to Shepparton.

 

As a result of its investigation, the Australian Transport Safety Bureau reissued the publication Mountain Wave Turbulence (available for download at www.atsb.gov.au (Mountain wave turbulence)), distributed the investigation report to all Australian operators of the Aero Commander aircraft, and issued a safety advisory notice to aircraft operators and pilots. That notice encouraged aircraft operators to review their procedures to ensure an appropriate awareness amongst operating personnel of the implications for aircraft performance of the combination of aircraft weights and speed, and of the ambient conditions; in particular, when flying in, or near areas of forecast severe turbulence.

 

The investigation found that some pilots operating the aircraft type were generally unaware of the applicability of the aircraft's manoeuvring speed during flight through turbulence, despite the inclusion of relevant advisory information in the operator's documentation. There was also a concern that pilots generally may not have been exercising as much caution in forecast severe turbulence conditions as they would for thunderstorms, even though the intensity of the turbulence could be similar.

 

At the time of the in-flight breakup, special weather reports for severe turbulence and severe mountain waves were current for the area. Wind speeds on the ground were reported to be 50 kts and calculations using the recorded radar data and forecast wind showed that the aircraft had been in cruise flight at 7,000 ft above mean sea level at speeds probably greater than its published manoeuvring speed, prior to it disappearing from radar. The wreckage and its distribution pattern were consistent with an in-flight breakup during cruise flight.

 

There was no evidence of any pre-existing defect, corrosion or fatigue found in the aircraft structure. An examination of the wreckage and fracture surfaces showed that the aircraft structure failed under symmetrical negative overstress.

 

A full report is available from the ATSB website Aviation Occurrence AO-2007-029

 

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Makes you think!

 

Kaz

Apart from the weather - appalling - there was a well known issue with the aircraft (type) Can't believe it was almost 10 years ago.