turboplanner

"........ut as Turbo was about to finish the sentence with the word Doubtfire used, and even though she was using it female to female, Turbo realised there could be a Diversity issue with it but more importantly there could be an offence to animals (respects past and present), and so has modified Doubtfire's comment to "You have the right to remain silent but if you give up this right anything you say can and will be used as evidence"

Turbo's wife responded with an ankle lock which threw Doubtfire to the ground, falling on her weapon ...........................

.....the annual reunion BBQ hard on the teeth, but still more tender than Gumly rump.

Cappy seemed offended by this ........

Turbo’s wife wears a purloin necklace to important functions, like Turbo’ S speeding cases.

.....purloins for the BBQ, and ...................

2 hours ago, Yenn said:

My beef was about the Higgs engine being called a compression ignition engine. If it needs spark plugs to ignite the fuel it is not compression ignition.

The use of the term "Diesel" relating really means an engine running on the design of Diesel, the German engineer who built the original compression ignitiion engines.

You're going to have to change your thoughts then because some of the newest cars have compression ignition petrol engines with spark plus, but the plugs operate at a certain point to lower emissions. It looks as if these engines will replace diesels.

On behalf of the thousands of NES readers and flyers, Turbo thanks Cappy for  (a) the speed at which he has been able to supply the new standard, and (b) thanks to CASA for stepping into line with FAA which will appease the people who just have to complain when even a single word varies from FAA regulations, even when they've never been to the USA and never seen the regulation.

Turbo has already modified the trusty Cherokee Warrior using duct tape and two little rubber stamps with CASA app. and TSO on them, (left behind after an inspection which required an extra long lunch to interpret the problem regulations.) 

23 hours ago, Captain said:

........ little Johnny Setka had flicked up from Melbournistan in his Lambo and was standing there with his hand up, indicating ......

....to the fairies that they should stop and relax for the rest of the day; to the residents there would be a slight delay, and to the press ........

..........2:30 pm.

They were all laying in the shade of a big old Redgum when FC Schultz came puffing up.

"You ran in the wrong directions und missen der bigg sign, so your fault and no smoko today.

Lookken this way - big smoko burning housen so get offen your arsenhausens and MOVE!" and with this he made a menacing signal which used to throw such fear int his Panzers in the War that few armies ever managed to beat them.

It scared Loxie too and he was known as the bravest man in Wagga, or he said he was, and they took off for the fire at a fast trot. FC Scultz had managed to climb onto the cart, and that wasn't helping much, but fear drove their feet, and when they arrived at the fire ............

".......stuffed if I know, I'm going to Henty"

This was a problem becaise the fire was in the opposite direction, and ....................

8 hours ago, KRviator said:

Absolute rubbish. 👎
 

I was talking about Radar, not ADS-B coverage

5 minutes ago, RossK said:

I made a perfect inbound call the other day, 10nm, location, altitude, eta, etc, all the info and nothing extra.

Short reply was;

"Sportstar 1720, Melbourne Centre, you are on Area frequency not CTAF"

🙄 😧

I had been on area and monitoring CTAF (so had heard all the CTAF calls) and forgot to switch

Wouldn't mind betting I've done that myself. One way around it is to have a spirax book with details broken up for each segment. It helps when you're coming in to a CTAF tired after diversions, weather etc. and can't even remember your name. The short list with frequency etc removes that.

20 minutes ago, aro said:

At the end it's just "Edenhope" not "Edenhope Traffic". Lots of people do it, it doesn't matter, but if you're going to nitpick final vs finals...

Yes correct, sorry.

20 minutes ago, aro said:

 

The format is:

- who is this transmission intended for:

"Edenhope traffic"

(used to be "All stations Edenhope")

- Your type & call sign

"Jabiru 1234"

- details i.e. position/height/intentions etc

"Turning base runway 36 full stop"

- location

"Edenhope"

 

I think the location was added to the end when the format was changed from "All stations...." because the location became the first word and was likely to be clipped by people who start talking before they push the button.

51 minutes ago, facthunter said:

There can be quite a few "finals" at aerodromes especially for first time visitors. Even when "Final for 18 " is lined up to land on another runway. You may get the odd reciprocal landing down wind. A Glance at the Compass would sort that out. Nev

Given that the thread is titled "Circuit Calls" are you suggesting a person should call "Finals" and not the official "Final" because he could be about to land on 18, or another runway, or even on the reciprocal?

......heels to the other three.

"Zyou MUST run in SCHTEPP!" bawled Schultzy, "Vot iss it whith you Wagga Waggas! Can't you ....."

4 minutes ago, Bruce Tuncks said:

Why do you have to give your callsign in the circuit? I reckon " Jabiru turning left finals for 18 Edenhope" says it better.

Actually, only once have I ever had another aircraft anywhere near, and this was a croppie who was miles away. So nobody has ever complained.

Who would have time to look at callsigns ? Why would it matter what the callsign was if you hit him?

Well Dad I might be, ( of Dad n Dave fame ) but I have flown in busy circuits.  So I would add " Number 3 behind a Cessna and another Jabiru " if it helped.

Edenhope Traffic first allows someone at Natimuk on the same frequency to relax, and people already in the circuit to add an alert to their brain.

"Jabiru" tells them its RA, probably white and hard to see, but most importantly coming downind at around 100 kts, so if you're on late downwind you can bump the throttle and make a bit of space, and do each of your trasmissions a bit faster. That was if he's running wide and fast he not going to come in  and hit you just as you are turning base. 

"2312" separates you from the other Jabiru in the circuit, or the one you hear calling inbound as you are descending on to base. As much as you may never have seen another one in your life, it's in your routine when you fly to Mount Gambier for lunch and there are three Jabirus in the circuit.

There's only one final.

Edenhope Traffic at the end confirms which airfield you're at just in case you are one of the many who starts talking first then presses the button.

From what I have to listen to it seems about half of RA don't have their radios set up correctly, (the truckies below are much clearer). Earthing, Wiring, connections are a job for a day when you have plenty of time and somone listening out; part of that testing should include some distance checks. It's quite common to hear just blips followed a few minutes later by more blips, followed a few seconds later by broken words, followed a few seconds later by " ......inbound 5 miles.................."

This is where the correct phonetics and formal order copmes into its own.  There's no time and it's bad procedure to say "G'day mate,  having some trouble with your radio" because you might just be chopping off an inbound call from a Q-Link or heavy helicopter and you REALLY need to know where they are.

Ed brrp brrrp can still be identified by the syllables compared to Hbrrp brrp for Horsam or Brp BrrpBrrpBrrp for Mount Gamber.

BrrpBrrpBrrp for Jabiru can be separated from BrrpBrrp Cessna and so on

If each call is given at the correct location, you get a picture in your head to be able to separate yourself from each one and either speed up if that will fix a conflict or slow down if you are going to be on the same circuit as a smaller aircraft which you know has slower circuit speeds. You can do this sitting on the common circuit path with throttle and flaps, and I've been on full flaps and a lot of throttle many times - on one day No5 on final, ro you can do it by extending the leg, so if you are in a Baron for example on crosswind you can extend the downwind turn and the base turn and you'll have put some space behind the slow guy. Things like Drifters and Thrusters souldn't be slowing you up because they should be travelling in the 500' circuit, but you will meet up with them just as they turn final and on the last section of final. Unfortunately some don't follow the rules.

37 minutes ago, skippydiesel said:

Wow! never imagined that this would be such a difficult question.

Well you have attitude+rpm in level flight which will put you at cruise speed.

Your have 1 stage flap+ rpm in level flight which will fit you into a circuit in the second half of downwind leg.

and so on.

If you are a methodical flyer you will notice that all these stages result in a known speed.

I accept that an incorrectly operating ASI may create enough stress to put these correlations out of your mind, but you still have that last stage of wallowing and buffeting that precedes a stall, and in some aircraft the normal tightness of controls starts to go.

..............the heavy gold chains prevented him from getting up.

This was where Fire Chief Shultz found him.  FC (as we say in the business) Schultz was one of the early European immigrants to Australia. No one knew which country he came from, and he was very quiet for a few years, the only thing unusual about him being a tiny moustache under his nose. He joined what was then the Wagga Wagga and District Volunteer Fire Brigade, whose equipment included a two wheel cart with handles at each corner and two large cart wheels, steel shod. When the fire bell was rung by the FC, four strong men would grab a handle each and run for the fire. In District fires that could mean an 18 mile run out to a farmhouse, and there was hell to pay if someone had forgotten to load the hose, and you certainly didn't want to be the allocated pump man on one of those. This particular day a new, young, recruit was running offside front when ...................................

6 minutes ago, kgwilson said:

No they don't. They cannot see aircraft at low altitude and in hilly terrain. Anything under 5000 feet is virtually impossible to see unless close to the radar source and small composite aircraft have a very poor reflective image. If the aircraft does not have a transponder they have no idea what it is.

The radar doesn't tell them who you are unless they have identified themselves or have been observed at take off. At that time, before ADSB, there were a lot mre formal radio calls.

1 hour ago, Methusala said:

Thanks for your thoughtful and helpful replies. My problem is that by the time I am stabilised following touch-down the flaps need retracting and the switch is located directly in front of the stick. Just when application of take-off power is required my left hand is off throttle and on the switch. I agree that a flap switch on the stick grip would help. Had a ride in a Bonanza the other day and flaps were :- Up;  Aph (approach),and : Dn. with a light for "in transit". Something like that would do.

I agree that mechanical flaps would be simpler and more tactile.

Agree with you on the J170, and being electric flaps without position stops you have to focus on the flaps for way too much time. Have a look in a Cherokee at the handbrake type flap lever where you can really DUMP flaps if you need to, but you can go for flap increments while still focussed ahead.

24 minutes ago, Bruce Tuncks said:

They could use the radar information to make sure that aircraft don't have mid-airs OR they could use it to increase their control.

I am sure the latter takes over because of the way in which they police vacant airspace.

 

 

It’s one of the busiest airspace’s in Australia and one that is reserved for ATC to call an aircraft into at any time of any day, without having to say, just let me phone Bruce and make sure he’s not in there.

33 minutes ago, Bruce Tuncks said:

Sorry to be negative, but the fitting of such a thing will enable them to police us closer.

The only people who have ever got into airspace trouble around here did so because they had left their bloody transponders on. In one case, that airspace had not been used since airlines stopped flying piston engines.

Without the transponders, they would not have ever known enough about the "violation" to make trouble.

Not correct, ATC have radar data on every aircraft flying anywhere in Australia if they want to use it.

One night, during training a group of us flew into Tullamarine in four aircraft when it was quiet and were taken up to see the ATC guys in action in a room in the control tower.

They were all seated together in modules, each with a radar screen covering their area, and as new aircraft entered and called in the tile would go in the rack, as it moved into someone else's area it would go in their rack and whn it got home the tile would come out of the system, and it was good training  because we could see what was required of us when we made our calls, and how it was to our benefit. Suddenly there was some chuckling in the room; an aircraft was flying NVFR to Melbourne and had called "Overhead Eildon" Our operator showed him on the radar 80 Nm west of Eildon trying to fudge it and work his way towards Melbourne.

A bit more information:

WDRedcliffe.pdf

...............his forehead where trees had fallen on him; but he'd never backed off. When he walked True North his heading was Magnetic North due t a rogue falling limb cut but an SES volunteer whose day job was  servicing coffee machines, but that didn't faze old Poxie who was on the short list for the next Diehard With a Twist movie. However, when he saw the Matron he started back, held his arm over his eyes and whimpered as she stiffened and gave him a death stare. Now as you know we in the NES don't let people's secrets out or engage in gossip; all we'll say is she stared at hime as he shook in fear and she said "Your daughter's well". Poxie didn't know whether to stand there or run, but ............

..........responsibility in the CFS fighting huge fires and saving peoples property and even lives. Loxie was overcome with emotion, because he was usually abused with "WHERE THE XXXXXX HELL have you BEEN!, the fire's nearly OUT!", and he reverted to type with just the short answer "Ten Four Buddy".  She tried some more conversation to which Loxie responded "Loxie's AOK buddy". That was when she decided to move on to someone who was less of a hillbilly and who should walk in but .................

...first Matron who was in her full-time job Matron of RPA Hospital where, believe me they see some bizarre sights every Saturday night there, so you would expect her to find the BoB quite normal, but she was so shocked when she walked in that she lost her footing and grabbed Loxie by .......................

On 15/12/2021 at 5:56 PM, peter said:

An excellent topic. I tried a small boat compass suspended from the windscreen frame on the Onex - useless.

Flying day VFR what do you need? Mobile phone - mine has a built in compass, hand held garmin etrex has built in compass (which has proved accurate from the arctic to the antarctic). Who actually flies off the compass which has huge errors (deviation), points to the magnetic pole and has locality/area errors ( variation). If to be used seriously would need to be swung for all headings at different RPM and a deviation card produced, just not worth the effort for day VFR.

Peter

PS good luck with the Sonex, the whole range are fun to fly!

For day VFR a GA Pilot will set the DG (Directional Gyro) in pre takeoff checks, and that will gove rock steady readings suitable for navigation. The DG is affected by precession, so will be reset from time to time when there's a quiet moment. For flight planning tracks are converted from True to Magnetic on the ground before the fight starts, and become part of your reference material for the flight.