IR Renewal Townsville

[Fission]

Ok Chaps!

Mrs Fission has landed herself a cushy number up in sunny Townsville and I need to get current and flying again. I've had a year out of the air, but am experienced (5000+hrs).

Can anyone recommend a good operator up this way to get my IR renewal done? I did meet a gent that was an independent ATO, but last I heard he was heading up to PNG.

Also any good gossip about the operators around here?

I did try to find the Townsville refueller, but everyone seems to be in denial !

If anyone fancies a beer over gossip, PM me



Toodle Pip



__________________
Free Beer - Tomorrow

[Widewoodenwingswork]

Go for a nice drive and see Bob Harris in Innisfail. He'll put you through your paces.

[Flying Bear]

Bob in Innisfail is certainly the yardstick of the NQ area.

It may be worth noting that Barrier in Cairns has a new CFI, well experienced, and after a couple of months in the wilderness after the departure of RB they are trying to get their operation back on track. New broom, etc...

Might be worth a look if you get to Cairns.

[Capt Mo]

Another vote for Bob - he'll sort you out :ok:

Have nothing to do with them but have heard a bit about that new mob East Air.

Capt Mo

[Capt Fathom]

Also Mike Jones in Mackay. Does training/testing in TSV when the need arises!

[Fission]

Wow,

Mike did my initial C441 endorsement a million years ago! Does he have his own school or is he independent ?

[Eskimo Joe]

Try Damon Pagani - CP of Westwing Aviation. I believe he is independent and resides in TSV.

[beaver_rotate]

NUP!!

Forget Pagani in my experience, give Kenny Black a call he charges half of what Pagani does and has a LOT more finnese and decorum.

PM me and i'll get you in touch with him. He commutes from TL.

Forget Barrier also, no broom is big enough for that place.

BR

[J0N0]

Bob in Innisfail certainly has had an excellent reputation for many years now!!

Beaver_rotate excuse the thred drift but is that same Ken Black who was the CP of Inland Pacific in the mid 1990's??

[PropDuster]

With you Beaver, re Pagani!!! :=

Kenny Black would be the go if you can track him down, think he's doing 3/3 tours for APNG.
Failing that Jonesey in Mackay a real gent and no BS.

JONO correct mid 1990's & mid 2000's

[sleeve of wizard]

Is Ken still telling everybody about his extensive B727 time and "the 1989 war":}
Damon doesn't tolerate fools.

[Fission]

Thanks Chaps, some good leads, all organised ....

If I get through this relatively painlessly, there will be free beers!!

Fission


__________________
Free Beer - Tomorrow

[BugSmasher80]

Ken Black is your man. Practical, fair, experienced and calming to fly with. The best ATO I have EVER flown with.

[beaver_rotate]

DP should take his own advice then. Did my IR in a C402 with said 'fool' who insisted I conduct a FULL FLAP GO-AROUND on 1 engine from 300'.

True, I did feel like a fool after landing seeing as though I questioned such practice but continued to do said manoeuvre. Guilty as charged! :ok::}

[Metro man]

Is Rocko Videtta still up in TVL? Did a renewal with him many years ago, straight up bloke.

[ForkTailedDrKiller]

Did my IR in a C402 with said 'fool' who insisted I conduct a FULL FLAP GO-AROUND on 1 engine from 300'

Hmmmmm!

I did my C402 endorsement with a highly experienced instructor for whom I have a great deal of respect. Before departing for a session of circuits as the final phase of the endorsement we had a discussion about the minimum height from which you could successfully execute a missed approach on one engine with gear down and full flap - we came up with something like 300'. Don't remember how we figured that!

Now I had always been taught that once you had full flap down on an asymetric approach then a miss was not on and you landed regardless, so at about 500' on an asymetric approach with gear down an full flap, the conversation up front went some like this:

Instructor: Go round!
Me: Get f*cked!
Instructor: I am telling you to go around!
Me: And I am telling you to get f*cked!
Instructor: When I tell you to go round you f*cking well go round!
Me: OK! "XXX going round"!

So away I go with the "Power up, gear up, flap up, all up" routine, get the blue line nailed and the C402 eventually climbs away from about 50' off the runway.

Round we go for another asym circuit to a full stop landing.

As we are taxying in the tower comes on the radio:

Tower: Sir, there is 20 years of aviation experience in this tower and never before have we seen a performance like that! I didn't know whether to hit the crash button or not!

Instructor (to me): How long you been flying?
Me: About fifteen years"!
Instructor (to me again): Were you bothered about that?
Me: No!

Instructor (to tower): Sir, there is forty years of aviation experience in the front of this aeroplane and neither of us were even slightly bothered!

He then went on to explain to me that the point of the exercise was to illustrate how much height it takes to successfully clean up a C402 and fly away, and just in case I had missed it the first time he repeated, "When I tell you to go round, you f*cking well go round"!

Dr :8

PS: I hasten to add that "dead" engine was on zero thrust and could have been brought in at any time.

[Fission]

FTDRK

My (401) SE go-around was slightly different. Prior to departure we discussed min height for go around. I reckoned 200'.
At 1200' in landing config with FULL flap he called go-around. At 1000' we were still descending and went to a min of 950'.

A safe demonstration of a dangerous manoeuvre.

I have had to go around for real in a fully laden 402 after another aircraft lined up and started arguing with the tower. With both engines it was still very exciting (not). On a single engine, I would have been choosing a safe crash site (taxiway), rather than trying to make the lady fly.

[BackdoorBandit]

Tower: Sir, there is 20 years of aviation experience in this tower and never before have we seen a performance like that! I didn't know whether to hit the crash button or not!


Wow, there must have been 50 of them in there that day!

[Flying Bear]

This all sounds a bit gung-ho to me...

My Cessna 402 Pilot operating Handbook has the following to say about OEI Go-Arounds:

"In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15 degrees"

Just so you can't miss it - this text is contained in a bold box with the word WARNING heading it up.

A damn silly practice, the full flap OEI baulked approach, and not advocated in any manual for any light twin that I know of. Better that pilots be educated to only select full flap in the OEI state only when a landing is assured. Even better, a careful read of the CAO and the factoring requirements would indicate that less runway is needed for landing OEI than AEO (due to the fact that the legislatively required runway distance factors no longer apply in an emergency...).

From that, I would advocate the OEI landing in practice to be conducted with no more flap than that which will allow a go-around from almost any height.

Please no-one hit me up with the "but what if my OEI landing is into a short strip where I need full flap?" rebuff - that idea is just downright silly!

God bless CAO 20.7 - there is no certification requirements for OEI climb in the landing configuration.

Back on thread - I'd give Pagani a miss, same with Ken Black (he'd be checking his black book before the flight with you anyway!).

Try Bob Harris, or I'd give Pete Goodhew a thought in Cairns.

[Cactusjack]

Fission,
I did try to find the Townsville refueller, but everyone seems to be in denial !
Nice try ! However, you must be in his 'circle of trust' to gain priveledged access to his inner sanctum of knowledge,wisdom and general information.
He is more secretive than Batman or The Phantom. In fact 'you won't know where he is but you'll know where he has been' !

Keep searching !! But best of luck in your flying endeavours..

[GW_04]

Seriously guys you are missing the point here. The whole go around at 300' that DP does in his checks is a test of your command decision making skills. It relates back to an incident that happened up in the Torres a few years ago when an Islander tried to go around S/E due to a grass cutter and didn't complete the maneuver. With landing flap in a light twin you would (should) have called "landing" at that stage. ie Committed. The correct response to his request is "Negative-Landing", end of story. I have flown many checks with DP and have found his approach to training very practical and to say the least a good learning experience on every one. Given his airline back ground and extensive experience I would highly recommend him. PM me if you would like more info.

[ForkTailedDrKiller]

The correct response to his request is "Negative-Landing", end of story

I take it that you are suggesting "Get f*cked!" is an incorrect response? :E

Dr :8

[GW_04]

LOL :O Yes I think that response would be quite adequate. And knowing DP I think he would be quite OK with it. By the way I did a renewal with Bob H many moons ago and can also highly recommend him. A no bull**** practical sort of a bloke :ok:

[43Inches]

Even better, a careful read of the CAO and the factoring requirements would indicate that less runway is needed for landing OEI than AEO (due to the fact that the legislatively required runway distance factors no longer apply in an emergency...).



Do you declare a PAN or MAYDAY after the loss of an engine on a multi-engined aircraft? If the aircraft is capable of maintaining a safe speed and altitude on one engine it is usually just described as an abnormal operation, not an emergency. Diversion to an airport with adequate length, weather etc.. is the decision to be made.