skippydiesel

"To have all vfr octa aircraft in the Sydney basin on one frequency in the hope that those 10 or 20 or 30 aircraft will be able to arrange any kind of separation is ludicrous. " The problem at the moment is that aircraft in close proximity often cant communicate; Single frequency radio that is not the same as the closing aircraft. Duel frequency radio, may be listening on Area frequency, communicating on another that is diffrent to the closing aircraft. Aircraft over The Oaks airfield can be Oaks in Circuit/Arriving Departing on CTAF 126.7 / Sydney Centre 124.55, Descending into/Climbing out from Camden on 120.1 / Sydney Centre 124.55. Seperation can be scarily close and no ability for the aircraft to communicate.

Pedantic ; In aircraft its either an PLB (Personal Locator Beacon) or a ELT (Emergency Locator Beacon). Its an EPIRB (Emergency Position Indicating Radio Beacon) or PLB, in the marine world, for exactly the same sort of devise. PLB can be worn (transportable) while the others are usually fixed in aircraft/boat devises.😈

I dint know what I have done with the Sydney Basin airspace changes, that I received however from aged /poor memory: Victor 1 remains as was/is There is a new VFR "corridor" from the vicinity of Campbelltown - Bankstown - Paramatta, connecting with the existing north/south corridors to to/from Patonga/ Brooklyn Bridge. There may be an "informal" western N/S access over Warragamba Dam to/from Katoomba. All of the above require the pilot to take increased risk ie the options for a survivable emergency landing are very much reduced. Seems to me that this is not so diffrent from what we have today, in that VFR aircraft wishing to exit the Sydney basin to the West or North, are required to fly at ridiculously low levels over the city sprawl, sea or the expanse of the National Parks to the west. The safe option is and remains, to exit via Mittagong area however this may lengthen your flight time by a significant amount. My concern, flying out of The Oaks, is not exiting/entering the Sydney Basin but the possible increased aircraft congestion that may arise due to changes to the Bankstown/Camden training area being pushed south and shrinking. Seems to me, as a minimum safety standard for, ALL, aircraft operating within the Sydney Basin; The carriage of functional Transponders & two channel Transceivers, must be made mandator. The Oaks inbound reporting point to Camden, be relocated (south?) well away from the airfield, to reduce the existing , multiple, daily, unannounced overflying. All aircraft, operating below the Sydney (& future WS) CTR steps, be on the same frequency - at the moment there appears to be 5 possible combinations (Area / Camden / Bankstown / The Oaks / Wedderburn) 😈

Please expand on "The controlled airspace is only an issue because of Western Sydneys proposed opening in December 2026." "I estimate that the current instructors in Newcastle, Sydney metro and the Illawarra would take 2 years to train up pilots wanting this endorsement" Does this mean each pilot will tale two year to obtain a Controlled Airspace endorsement ? OR The number of instructors is such, that they will take two years to train all who want the endorsement? 😈

".......Townsville or the Gold Coast or Longreach or Mt Isa ....." Oft said - We live in interesting /crazy times. At least the above offer slightly more than Pooncarie's single, propeller damaging, gravel strip and a tin shack for travelers amenities, located way out "Beyond The Black Stump" 😈

Anyone just happened to check out POONCARIE (YPCE) in ERSA A single gravel strip a long way from anywhere. The owner, Shire of Wentworth, knows a good investment when it see's one ; REMARKS 1. AD charges apply. 2. Access AVBL in accordance with Council AD conditions of access and use. Refer to website (couldn't be bothered - will land somewhere else) .......................................................................................................................................................................................................................................................... LOCAL TRAFFIC REGULATIONS 1. RWS not intended for take-off and landings (?) 2. Carriage and use of radio is required by the aerodrome operator (would that be AM or FM ?? Can a local council impinge on Federal legislation/air law?) Perhaps unintended- comes across as hostile/unwelcoming. Just "around the corner" is IVANHOE (YIVO) - Sealed main & grass cross strip. No landing fees. No questionable usage conditions - This is where I would like to land & spend my time/ dosh.😈

Very nice. I don't have departure date, so you neve know, may still drop i for a nugget or two😈

At this stage, for my costal trip, have planned to fuel & stay overnight at Caiguna, Inland trip, still in planning stage, however hope to impose on Moneybox (Cue) YSEN- CUN-YCUE -YLEO- YPKG-YFRT-YCDU-YPAGYYUN-YMED-YIVO-YLCG-YCWR-YOAS 😈

Thanks for the suggestion. Due to limits on flight operations, will stick with YSEN for the moment. have writen to YSEN asking to park for a few days - awaiting response 😈

A few Gates ID 17 mm "heater"/coolant hoses that are available in AU (including those found by Moneybox); Note: All are "molded" /shaped - You will have to pick the ones that best suit your application and cut to length. Gates Part Number ID all 17mm except otherwise Length mm 02 - 0932 185 02 - 1554 17/18 340 02 - 1538 17.5 580 02 - 1415 280 02 - 1562 443 02 - 1460 390 02 - 1343 275 02 - 1499 425 Check prices - REPCO, Sparesbox, SCA, etc are all stocking Gates hoses these days. It may be possible to purchase Gates straight ID 17mm coolant/heater hose in the UK & US NOTE: DOUBLE CHECK ID BEFOR PURCHASE 😈

Thought I might summarise Gates 25mm ID radiator hose (obtainable from REPCO & others) Gates PN: ID: Length: Car : Position 02-0058 25 255 Barina Lower 02-1029 25 710 Accord Lower 02- 1032 25 500 Accord Upper 02- 0961 25 325 CRX Upper 02-0963 25 510 CRX Lower 05-1797 Subaru Outback 3L 0501235 ? 05-0725 ? Multi Fit 90 degree bend, in diffrent "Arm" length options PN 03-0010 ID 25.4mm, Arm 1 125mm, Arm 2 125mm PN 03-0011 ID 25.4mm, Arm 1 300mm, Arm 2 300mm Multi Fit with two bends, a 135 & 90 degree PN01-007 ID 25mm Length 550 ($?) 25 mm OD Gates coolant hose connectors Straight PN28606 Elbow PN28626 Tee PN28638 NOTE : DOUBLE CHECK DIMENSIONS BEFOR PURCHASE 😈

Seemed to be the closest GA airstrip to Perth. The intention is to "bludge" of a relo for a few days- my sister lives in Perth. Hoping for a family welcome, transport/ bed/food/good company. Happy to entertain reasoned alternative's eg closer/cheaper/ more hospitable/ free hanger space/ etc. Have checked out Cue - possible visit on way out/back depending on weather 😈

Thanks FP 😈

I have no intention/likelihood of ever meeting the infamous Mr Palmer and I suspect that this would be true for the overwhelming number of the Au population. I note that there are a number of vulture like legal firms, adverting their litigious services on TV. Commonly referred to as "ambulance chasers" they drag a fairly rapacious profession to the absolute depths of predatory behaviour. I hope I will never need to be represented, for/against, by any such. All jokes aside - I know of no person who has gone down this track either as a litigant or defendant.😈

Is this your perception or backed by fact? My perception; the fear of being sued(Urban Myth) is out of kilter with the actual rate. 😈

Clearly you either did not read what I wrote OR failed to comprehend. Either way it would seem you have little if any experince of emergencies, the human reaction, the the need for concise communication.😈

It seems that many of my Forum friends have little understanding of what is involved when confronted by an emergency. The people (mariners) who developer the Mayday/Pan communication model must have had a deep understanding. They developed universally recognised short/to the point phrases that convey a level of danger/threat to vessel & soles on board. No additional communication is required to convey the degree of danger and the initial actions by first responders. Mayday/Pan is the Primary Communion;: The use of these terms empowers the PIC, to take whatever action is need, to address the situation Elicits certain actions in the first responders. Secondary Communication; Problem, (engine failure), location, altitude, intention, etc refines these responses. This improves the responders actions, by making assistance more applicable / targeted. My concern is is the dogmatic way some have treated the Secondary Communication. By definition, an emergency is a highly dynamic situation. No two emergencies will follow exactly the same pattern. The PIC must be allowed the freedom to describe what he/she is experiencing - not trying to conform to some theoretical formula. For sure certain phrases will convey much eg Fuel............, Intercepted........(Turbs) but will not come close to covering every situation. It is my contention that; Trying to mandate a particular code/system of communication, in an emergency, is highly likly to inhibit the conveying of essential information. Pilots are schooled in the basics - Identification (aircraft type & rego), Position (Nm/location/track), Altitude, Intention - this is ingrained/automatic - supplemented by what the problem is, in the PIC's own words, is sufficient.😈

You are intentionally drifting from the point I made, which is about your contention that every emergency can somehow be described by a number of pre agreed words, that encapsulates every situation. I have never disputed the right of the PIC to declare an emergency (PAN or MAYDAY) or the responses by ATC/Emergency Services to such a declaration. The reaction by flight crew/ATC/Emergency services will, to a large extent, be guided by the PIC's description of the emergency. The description need to be as accurate/full as the PIC can manage, in the circumstances, not constrained by some artificial convention. Further - should I be the PIC declaring an emergency (PAN or MAYDAY), I sure as hell will not be trying to fit that emergency into some theoretical descriptive pigeon hole - I will say it the way I see it😈

I do not dispute the procedure, as described. I do dispute the requirement/instruction to fit the emergency description into something dreamt up by Turbs or if true, a shiny bum, who fantasises that emergencies can be neatly pigeonholed into convenient titles. I question, in the recent instance of a BA aircraft / smell in cockpit, the need to go directly to a MAYDAY, the highest level of emergency. It is as always the PIC's call but why not start with a PAN that can be escalated to a MAYDAY, IF REQUIRED ? Further , with the benefit of distance & hindsight, its seem that a PAN would have been sufficient/appropriate, in the above instance - no defects were found.😈

Anyone able to contact CHRSQ to let him know I have been trying to reach him through "Messages"? 😈

I am planning two routes; Coastal WA, SA, southerly NSW (via highway) Inland WA, SA, northerly NSW (via Forest) 😈

If that be true - its crap! The PIC assesses the emergency situaton. Based on the assessment, from high to low, a Mayday, Pan, lower level or situaton normal, is arrived at. The PIC announces emergency with description - that description reflects the reality now, not some prearranged convenience. That is unless it just happens to fall within that prearranged description. For the most part emergencies are dynamic. The smell in the cockpit, could progress to a fire, but may not. The drunk passenger claiming to be wearing a bomb, may be or not. That engine light could be a faulty light or an engine failure - you get the picture???? The last thing you want, in an emergency, is the PIC struggling to fit the actual happening, into some convenient description arrived at by you or some shiny bum. The options for the PIC to communicate the perceived level of emergency are simple - MAYDAY X3, PAN X3, or something lesser again. There is no advantage/need for the PIC to be constrained to communicate within pre arranged descriptions. 😈

What is this - Now a smell in the cockpit has escalated to " smoke & fumes" - Bovine Excrement! Shades of tabloid hysteria. Turbs wants to Pidgeon hole every emergency into proscribed terms Fuel/Fire/Intercept/etc - emergency are dynamic,can not be proscribe by you or anyone else. Your neat little categories are either your fantasy or those of some desk jockey - unworkable in the real world. 😈

Turbs - That doesn't make any sense - there is no "significant difference between" Mayday calls. There are no proscribed Mayday calls such as you suggest. Mayday x 3 is usually followed by aircraft Type/ ID, location, altitude & track, a descriptor of the problem (anything that threatens the safety of the aircraft) and what the pilots intention /needs may be to address the situaton.😈

No ide whats happened. 😈