gee there are some brave 'jaba' drivers out there, heard a guy crossing Bass Straight this arvo, ohhhh sends chivers up my spine
I know of one "deputy CFI" who flew across the striaght at night in a Jab using the illumination of his studnet's mobile phone to see the instruments.
not to mention the time one nearly ran out of fuel attempting the crossing in a strong northerly......then another clever jab driver flew fuel to YLEG.
I know Jaba. Just wanting to underline the point that there is not large numbers of VFR aircraft hanging around on final (or anywhere for that mater) when the cloud base is not much above MDA
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the averages may sugest 85/15 in GA and 25/75 in RAA, or they could be reversed, but I doubt it.
Re percentages ? very few I would have thought. And of those few - whats to say they are'nt doing the right thing ?
I sometimes wonder if a lot of these so-called bad eggs storys posted arnt just a bit of a fib.....
No fibs in any of my stories at all. I wish I had time to write a few more, and recall the stories I have forgotten.
One springs to mind just now, pre NAS and straight in approaches, this guy based at YCAB in a Skyfox tail dragger would regularly do low and misaligned straight in approaches where ever he went, you know save 10c on MOGAS in his Rotax. Yes he mad all the radio calls, joining crosswind, downwind and base. He was never there at all. And this was deliberate.
I found out who this guy was about 2 years after doing my training. Funny thing was At the same time I was describing how a guy who was according to his radio broadcast over the Bribie Island bridge at 2000' was within 1 minute almost at Caloundra......at 2000 feet direct opposite track of me and 45feet to my right and nearly hit me. Now its a D area and training area, I know, but he did not broadcast correctly then, and he was not obliged to. Then we started comparing notes and guess who?? Same bloke.
I am told that his idea of airframe repairs is to bend it back and paint over it......... now these I can not substaniate, but a lot of locals can.
Is this the kind of guy you want getting a CTA endo..... and perhaps on the sly?
Maybe I am worried about nothing, maybe Horatio Leafblower can tell some stories like this?
No fibs here FB. I have no need to expand the truth, the truth is entertaining enough as it is!
Perhaps on the sly........... well not to standard, just read back about BFR's being issued just based on the fact you flew in to the airfield in one piece.
Who knows. With standards like that..... you just do not know. Sure it could happen in GA with a slack ATO but very much less likely.
Last I checked this was the 'professional' pilots rumour network.......not a sledging match for weekend warriors and RAAus pros. This kind of thread is why most professional pilots (you know the students, instructors and charter guys) give this place a wide berth. Mods must be on holiday. If I wasnt stuck at work on reserve bored out of my mind.....actually that still cant justify wasting time here.
Last I looked a very high percentage of contributors here do this for a living. The others in GA are pretty serious about what we do when we take to the sky.
Of those posting that are flying PVT OPS most average 150-400 hours a year and not in drifters either. This is not an armchair quarterback sledging session.
I know for a fact this was not meant to be an anti-RAA thread, however when a few factual events are revealed it would possibly look that way.
Atleast RA-Aus instructors aren't stupid enough to get caught taking MDMA !
No. Not yet.
I've seen two RAAus instructors flying after drinking and there is at least one RAAus pilot at my local aeroclub who smokes dope "theraputically" for pain relief (must be ina lot of pain ) .
good ole GA cowboys at it again, 3 aircraft joining circuit on base at Hoxton.. so much for the 4 legs of the circuit requirement, but at least this time they used the radio.
Last edited by Ultralights : 11th October 2008 at 22:37.
Question: If you're doing a straight in approach, are you seen to be entering the circuit at all, or could you still do a straight in approach at an aerodrome like HOX where ERSA stipulates that you must join the circuit on crosswind?
It's our good fortune to have an RAA and GA flight school working together here. Both CFI's are GA + RAA rated, both are also high hours GA Gr 1's. There's a good awareness of what's happening in both camps, and that seems to help lots.
The fact that GA and RAA students are meeting up at the school seems to also be good for our airport. People get invites to events, they hear about the aeroclub, the local SAAA chapter,and who's building what on the airport. We expect that this will increase of conversions from RAA into GA, and vice versa. Currently it looks like the elderly are going GA to RAA, and the young are going RAA to GA.
All students, (RAA & GA), get the same training here in respect of CTAF(R) ops. The training focuses on co-operation with the IFR/RPT group, by way of not baulking a straight in approach, land & hold short if necessary, and by holding in orbits or longer circuit legs....amongst other stuff. Students are also taught how to operate with the frequent RAAF ops here by 2FTS Pearce.
Sure, we have some difficulties, but it's not a case of the pilots being GA or RAA - it's more whether they have an 'attitude', or they are from out in the sticks and just don't have a clue. Overuse of the radio seems more a problem here. Since getting our own frequency, (127.85) , students are finding it easier to comprehend traffic...126.7 was just not user friendly.
We have found that RPT do appreciate the courtesies, so do the RAAF - but a very few IFR GA people seem to regard a straight in approach as a right, rather than an option dependant on traffic.
We don't encourage anyone wanting a BFR to even think about coming here unless they have a serviceable radio and know the procedures - GA or RAA. That can sometimes mean the instructor flying 'out' to do the BFR elsewhere...but it seems more prudent.
We're not excited about CTA endorsements. Frankly, most RAA pilots would rather dodge 'real' CTA. For the higher performance aircraft, usually with GPS fitted, it's getting easier. The rag & tubers would usually try to avoid CTAF(R) as well...not a bad thing, really.
Just a few comments from someone with feet on both sides....
If I can take your contributions to Recreational Flying as any guide, you have nailed your colours to the mast.
You're in no position to impugn the professionalism of any contributor to this thread or indeed, this BB.
I am not saying there are no rogues in VH... I just believe there is more backbone in the VH system (such as drug testing programs, to take the case in point) to change them or weed them out.
Last edited by Horatio Leafblower : 12th October 2008 at 06:21.
Putting the differences between GA and RAA pilots aside both groups have there cowboys and also it is amazing the amount of RPT pilots that do not know the current rules either. I remember well once departing YWHA VFR for YWGA back in the days of Kendall airlines when this Metro driver berated me for not making a departure call, which is /was not required if VFR. After a frosty exchange over the radio I offered to drop in and see Don when I got home as he would not have liked to know one of his drivers was not up to speed on the current rules. Boy did the wizz kid shutup fast. And no I didn't see Don about him either.
However looking back it was not surprising then as it is today when the regulator under a host of changing names keep changing the rules we all fly under. Not so long ago VFR was encouraged to stay off the radio as much as possible and putting a plan in to enter CTA discouraged in favour of calling up for it unannounced at the boundary. Now in Adelaide they insist on a plan to fly down the coast at 500'. Little wonder anyone who flys for fun gets problems staying current. But then maybe I'm becoming a grumpy old fart!
. Yes he mad all the radio calls, joining crosswind, downwind and base. He was never there at all. And this was deliberate.
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