Airmanship and a few random queries
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If there is any risk of a traffic Conflict I dont care who gives away and have no qualms if its me.
A PPL cant carry more than 6 in the aircraft including pilot, with a TOW less than 5700 kg , with the appropriate endorsements. I think that would allow a nice little Pilateus PC12, with five passengers!
If the Seneca was already eatabished in the circuit I would happily give away, noting that , whilst not a legal requirement, it is a recommeneded practice to join via the circuit.
The speed of the aircraft is irrelevant, however it is good airmansip in Australia to always give way to RPT 's, and i would extend this coutesy to multiple passenger carrying charters as well.Similarly I would tend to allow an Rpt on a straight in to land, unlessit was obvious there would be no conflict. I do note
that if iwas on the circuit and clearly well ahead on ETA, i would expect some courtesy from the RPT.
One problem is the airfild with a long bactrack. I saw a small very slow Tiger
Moth who was just out for a sunday spin make a large REX RPT wait for 4 mins not that long ago in Taree, just so he coukd land and do his time consuming back track.
Thats my view, and its a good thing to be courteous and adaptive in busy airspace.
A PPL cant carry more than 6 in the aircraft including pilot, with a TOW less than 5700 kg , with the appropriate endorsements. I think that would allow a nice little Pilateus PC12, with five passengers!
If the Seneca was already eatabished in the circuit I would happily give away, noting that , whilst not a legal requirement, it is a recommeneded practice to join via the circuit.
The speed of the aircraft is irrelevant, however it is good airmansip in Australia to always give way to RPT 's, and i would extend this coutesy to multiple passenger carrying charters as well.Similarly I would tend to allow an Rpt on a straight in to land, unlessit was obvious there would be no conflict. I do note
that if iwas on the circuit and clearly well ahead on ETA, i would expect some courtesy from the RPT.
One problem is the airfild with a long bactrack. I saw a small very slow Tiger
Moth who was just out for a sunday spin make a large REX RPT wait for 4 mins not that long ago in Taree, just so he coukd land and do his time consuming back track.
Thats my view, and its a good thing to be courteous and adaptive in busy airspace.
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NIK320, the C172 pilot certainly had right of way no arguments there, however the aerodrome concerned is a CTAF R, with RPT ops and multiple aircraft operating at any one time including parachute drop operations within the CTAF, 2nm due south of the airport that had taken place in the preceeding 8 minutes to the jump plane having to orbit.
That, what so casually right off as a "rookie mistake" could of had dire consequences if the other 3 (in addition to the jump plane) aircraft in the circuit hadnt seen this C172, enter the CTAF, join the circuit, conduct a touch n go, complete another circuit and land, while parachutists were in the air ?? It seemed quite obvious the pilot of the C172 hadnt seen any of them ? Otherwise one would imagine that upon seeing aircraft in the circuit with you but not hearing them broadcast . . .mmmm . . is my radio on ? correct switches ?
I am the pilot of the jump plane.
The first I knew of the C172 was when I saw him on base, all other traffic was in a position that allowed my straight in approach and communiciation about such was made on the ctaf, had I known about he C172 in the circuit Id have adjusted my timing to fit the flow in the circuit. Prior to my dropping the parachutists I had made 4min and 2min broadcasts on the ctaf and area freq, had spoken with several aircraft re the drop on the ctaf. BNE CTR advised me of several "paints" in the circuit and I advised him I was in touch with several aircraft in the circuit and nearby area. I was given drop clearance and then satisfied myself that it was safe, allowed the parachutists to exit. I was operating under the presumption that anyone operating in the area was on the correct frequency and able to hear my calls. What if he had strayed off to the south on a B747 sized circuit ? What if he collided with a parachitist ?
Maybe my hurried path across the apron after landing was a tad dramatic (the prop had most definately stopped) but given the situation ? ? I can tell you that I recieved full support from the pilots of the other aircraft for my action in telling the C172 pilot off, and as the story spread around the airfield more tales of the same thing came out. Fer crying out loud, this isnt a game that we can hit the reset button on. The C172 pilots answer to you is exactly what I figured had happened, right freq, wrong comm selected. Does that come under airmanship ? ?
I was glad to see all your aircraft made it off the grass, any damage ? Bob Tait wasn't so lucky, he taxied off onto the soft grass a few months ago (again NOTAM issued) and tore a ligament in his leg trying to pull the aircraft out.
The current NOTAM
ALL GRASSED AREAS NOT AVBL
DUE SOFT WET SFC
FROM 07 270531 TO 08 030400 EST
Your group is lucky the fulltime groundsman had the day off, he'd have been over to tell you off quicker than I was.
I hope you all had a pleasant and safe trip home.
That, what so casually right off as a "rookie mistake" could of had dire consequences if the other 3 (in addition to the jump plane) aircraft in the circuit hadnt seen this C172, enter the CTAF, join the circuit, conduct a touch n go, complete another circuit and land, while parachutists were in the air ?? It seemed quite obvious the pilot of the C172 hadnt seen any of them ? Otherwise one would imagine that upon seeing aircraft in the circuit with you but not hearing them broadcast . . .mmmm . . is my radio on ? correct switches ?
I am the pilot of the jump plane.
The first I knew of the C172 was when I saw him on base, all other traffic was in a position that allowed my straight in approach and communiciation about such was made on the ctaf, had I known about he C172 in the circuit Id have adjusted my timing to fit the flow in the circuit. Prior to my dropping the parachutists I had made 4min and 2min broadcasts on the ctaf and area freq, had spoken with several aircraft re the drop on the ctaf. BNE CTR advised me of several "paints" in the circuit and I advised him I was in touch with several aircraft in the circuit and nearby area. I was given drop clearance and then satisfied myself that it was safe, allowed the parachutists to exit. I was operating under the presumption that anyone operating in the area was on the correct frequency and able to hear my calls. What if he had strayed off to the south on a B747 sized circuit ? What if he collided with a parachitist ?
Maybe my hurried path across the apron after landing was a tad dramatic (the prop had most definately stopped) but given the situation ? ? I can tell you that I recieved full support from the pilots of the other aircraft for my action in telling the C172 pilot off, and as the story spread around the airfield more tales of the same thing came out. Fer crying out loud, this isnt a game that we can hit the reset button on. The C172 pilots answer to you is exactly what I figured had happened, right freq, wrong comm selected. Does that come under airmanship ? ?
I was glad to see all your aircraft made it off the grass, any damage ? Bob Tait wasn't so lucky, he taxied off onto the soft grass a few months ago (again NOTAM issued) and tore a ligament in his leg trying to pull the aircraft out.
The current NOTAM
ALL GRASSED AREAS NOT AVBL
DUE SOFT WET SFC
FROM 07 270531 TO 08 030400 EST
Your group is lucky the fulltime groundsman had the day off, he'd have been over to tell you off quicker than I was.
I hope you all had a pleasant and safe trip home.
Last edited by Lancair70; 1st Aug 2011 at 13:58. Reason: spelling correction
Give way to the right.
You know better than that, CAR 166 applies.
Private Flight can have no more than 6 Person's on board.
Go recheck you regulations, the six maximum applies to the maximum number of people who can cost share on a private flight.
One example, Cessna 208 jump aircraft flown by a PPL, a lot more than five meatbombs there ---- this is legally a private operation.
There are many privately operated aircraft in Australia, flown by PPLs, with more than 5 pax seats, and they use them.
Tootle pip!!
Last edited by LeadSled; 1st Aug 2011 at 14:47.
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VGX is operated privately too... Do a rego check, airliners has a few nice photos. Should well and truly put the 6pob limit BS to bed.
Lancair70... What a completely appropriate reaction over what, for all intents and purposes, could have been a comm failure. Not to condone the actions of the 172 pilot who is, as far as the current version of events, the individual at fault but if this was the case where did they go wrong? If you felt it was a serious breach of regs you should have filed a report. Personally, I don't have time to file a report for every idiot that doesn't/can't make appropriate calls. Providing there is no observable breach other than a failure to make calls, how could one file a report? If CASA have said comms are not required, how can anyone be critical of those who have otherwise done all that is required?
Or perhaps everyone is now saying that to not have comms is as to not have good airmanship?
Lancair70... What a completely appropriate reaction over what, for all intents and purposes, could have been a comm failure. Not to condone the actions of the 172 pilot who is, as far as the current version of events, the individual at fault but if this was the case where did they go wrong? If you felt it was a serious breach of regs you should have filed a report. Personally, I don't have time to file a report for every idiot that doesn't/can't make appropriate calls. Providing there is no observable breach other than a failure to make calls, how could one file a report? If CASA have said comms are not required, how can anyone be critical of those who have otherwise done all that is required?
Or perhaps everyone is now saying that to not have comms is as to not have good airmanship?
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I was operating under the presumption that anyone operating in the area was on the correct frequency and able to hear my calls.
You cannot afford to do this regardless of your operation and aircraft type.
Sorry, what if a guy in ur ctaf has a comw failure? He could be screaming dont drop. In this case it wasnt but if u have never been on the wrong freq ill eat my hat! Mistakes happen, hopefully the guy will learn his lesson and thats all you can ask.
Sorry, what if a guy in ur ctaf has a comw failure? He could be screaming dont drop. In this case it wasnt but if u have never been on the wrong freq ill eat my hat! Mistakes happen, hopefully the guy will learn his lesson and thats all you can ask
Sorry, but I'm mostly with Lance on this one. Having your radio turned all the way down and not noticing is a bad display of airmanship. We have beep back systems at most aerodromes these days.
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Even if the other bloke wasn't making the correct calls it is disgusting behaviour for a professional pilot to run over and start abusing another pilot. To have a chat with the bloke about what happened would be one thing but to start laying into him is quite another.
Yes it was poor airmanship to go charging into a busy CTAF without having the radios set up properly but, lancair, airmanship doesn't stop when the prop does.
Yes it was poor airmanship to go charging into a busy CTAF without having the radios set up properly but, lancair, airmanship doesn't stop when the prop does.
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VH-XXX, so maybe we shouldnt drop meat bombs at all then ? How am I supposed to see all aircraft around the area from FL140 to ensure a safe drop ? If this aircraft had collided with a parachutist, who would be at fault ?
If there had been an DJ or JQ flight in the circuit what would have happened then ? They would definately submit a report, they have done so for lesser incidents. They nearly always conduct straight in approaches. Fair enough, they have TCAS and would have known about him earlier than I did.
The CTAF radio requirement hasnt been removed ? The R designator is replaced with CERT. which is on the YBNA ERSA page which means carriage and use of radio is mandatory. So if he had a genuine comms failure he was able to continue to land at YBNA but not do additional circuits. In a CTAF with no less than 4 airports and at least 10 pvt fields within the area, and at least 5 rpt movements per day, more most days, radio carriage and use is a sensible thing !
Im going to quit dropping meatbombs if Im potentially at fault if a collison should occur between a parachutist and a non radio equipped aircraft at a busy regional airport.
I also agree that relying on radios is dangerous, I saw the other aircraft in the circuit when I was at circuit height too and took the appropriate action to avoid a collision. I have done many times over 20yrs of flying but visually spotting this aircraft from FL140, who was 13000' below behind me at the time of drop, is next to impossible. Had there been no traffic I was aware of and BNE CTR reported a "paint" in the area, I would not have dropped until I had comms with the aircraft or it was well clear. In this incident, as I said, I was in comms with at least 3 aircraft prior to the drop and when BNE CTR advised multiple "paints" I was satisified those were the aircraft I was talking too. Next time I will delay the drop until I can verify I have comms with ALL the paints he is seeing. Ill ask CTR for the position of each and verify by radio before drop.
Again, as I said maybe my initial reaction was over the top but LIVES ARE AT RISK and I have the support of the other pilots who witnessed the incident. If the C172 had a comm failure he shouldnt have been doing circuits too.
No one died, this time.
Ozzie Mozzie, define "laying into" ? I didnt yell and scream, I didnt touch the guy, I didnt call him names or call him stupid, I used a raised voice for emphasis on the seriousness of the situation, yes.
Ive seen worse from a DJ pilot who had to go around due to an aircraft not using the radio, after landing he left his aircraft and proceeded to tell the pilot off in no uncertain terms.
If there had been an DJ or JQ flight in the circuit what would have happened then ? They would definately submit a report, they have done so for lesser incidents. They nearly always conduct straight in approaches. Fair enough, they have TCAS and would have known about him earlier than I did.
The CTAF radio requirement hasnt been removed ? The R designator is replaced with CERT. which is on the YBNA ERSA page which means carriage and use of radio is mandatory. So if he had a genuine comms failure he was able to continue to land at YBNA but not do additional circuits. In a CTAF with no less than 4 airports and at least 10 pvt fields within the area, and at least 5 rpt movements per day, more most days, radio carriage and use is a sensible thing !
Im going to quit dropping meatbombs if Im potentially at fault if a collison should occur between a parachutist and a non radio equipped aircraft at a busy regional airport.
I also agree that relying on radios is dangerous, I saw the other aircraft in the circuit when I was at circuit height too and took the appropriate action to avoid a collision. I have done many times over 20yrs of flying but visually spotting this aircraft from FL140, who was 13000' below behind me at the time of drop, is next to impossible. Had there been no traffic I was aware of and BNE CTR reported a "paint" in the area, I would not have dropped until I had comms with the aircraft or it was well clear. In this incident, as I said, I was in comms with at least 3 aircraft prior to the drop and when BNE CTR advised multiple "paints" I was satisified those were the aircraft I was talking too. Next time I will delay the drop until I can verify I have comms with ALL the paints he is seeing. Ill ask CTR for the position of each and verify by radio before drop.
Again, as I said maybe my initial reaction was over the top but LIVES ARE AT RISK and I have the support of the other pilots who witnessed the incident. If the C172 had a comm failure he shouldnt have been doing circuits too.
No one died, this time.
Ozzie Mozzie, define "laying into" ? I didnt yell and scream, I didnt touch the guy, I didnt call him names or call him stupid, I used a raised voice for emphasis on the seriousness of the situation, yes.
Ive seen worse from a DJ pilot who had to go around due to an aircraft not using the radio, after landing he left his aircraft and proceeded to tell the pilot off in no uncertain terms.
Last edited by Lancair70; 2nd Aug 2011 at 00:07.
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Not knowing that CTAF-Rs haven't been used for over a year now and storming up to a rookie just to give him a piece of your mind shows an outstanding flying attitude. Well done 
If you'd had a read of your AIPs/Jepps/Flight Safety Magazine etc you'd know that you're still required to make your precious radio calls at Ballina.
The C172 pilot stuffed up in the air. You stuffed up on the ground. Next time take a deep breath before telling another pilot off. I'm sure you've made numerous mistakes but most other pilots had the professionalism not to slam you afterwards.
If you'd had a read of your AIPs/Jepps/Flight Safety Magazine etc you'd know that you're still required to make your precious radio calls at Ballina.
The C172 pilot stuffed up in the air. You stuffed up on the ground. Next time take a deep breath before telling another pilot off. I'm sure you've made numerous mistakes but most other pilots had the professionalism not to slam you afterwards.
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How the F#%@ did I stuff up on the ground ? ? ?
He needed to be told..
I did not abuse him, I did not call him names. I asked him what freq he was on and he couldnt answer me ? ? Then his wife or partner piped up that he made all his calls ? I told him there was skydiving going on as well as the 3 other aircraft plus me who had to take action to avoid him, did he see us ? NO was his answer. Had he said I have a complete radio failure, I wouldnt have continued, there was the answer, all is safe now, get it fixed before leaving or have other aircraft accompany him making broadcasts on his behalf to the nearest suitable place to have it repaired.
Why did other pilots in the group come over and talk to me later about it ? They seemed concerned for this guys airmanship/piloting ?
All these visting aircraft parked on the grass too, which as pointed out alrady is NOTAM'd U/S ? ? Not a capital offence, but if their a/c had been damaged ? Had the regular ground guy been there they'd have copped a bigger serve from him too.
Im not trying to sound all high an mighty professional here, but who flies to a destination over 50nm from the deptarture aerodrome, and doesnt check weather and notams ?
Who has poor skills ? ?
Yes Paper Boy, Ive made mistakes too, Ive been told off too. I learn from them. Lets hope this pilot does too. Maybe you should re-read my post about how CTAF R is now CERT and still requires carriage and use of radio ?
YBNA has an AFRU, I use it EVERYTIME I tune the radio to the CTAF freq, before each flights first taxi call (if I havent heard any other Tx) and on arriving back to the CTAF having been on other freq's.
I am not a rookie skydive pilot, nor am I a skygod, Ive been doing this for aprox 800hrs by choice.
Im sure we are all aware of developing an mental picture of the aircraft around us by monitoring the radio (situational awareness). During ALL of my flights Im listening on 2 freq's, CTAF and Area. I listen for conflicting traffic and plan ahead for it if they will be near the drop at the time. I will hold for aircraft transiting the area if they dont offer to track away, I can ask them too but not demand.
This situation has made me more aware of the radio failed a/c in the circuit scenario and as I said before will be more thorough on confirming the ID and intentions of a/c that BNE CTR advise me of. In this incident I was confident as I had spoken to at least 3 a/c re the drop. I was dropping again as members of the group departed and Im sure theyll agree, we discussed the drop cordially and professionally, we were all aware and going to be clear of the area. I conduct my ops in a professional and courteous manner. If this guy cant handle being told off for his mistake, thats his problem.
He needed to be told..
I did not abuse him, I did not call him names. I asked him what freq he was on and he couldnt answer me ? ? Then his wife or partner piped up that he made all his calls ? I told him there was skydiving going on as well as the 3 other aircraft plus me who had to take action to avoid him, did he see us ? NO was his answer. Had he said I have a complete radio failure, I wouldnt have continued, there was the answer, all is safe now, get it fixed before leaving or have other aircraft accompany him making broadcasts on his behalf to the nearest suitable place to have it repaired.
Why did other pilots in the group come over and talk to me later about it ? They seemed concerned for this guys airmanship/piloting ?
All these visting aircraft parked on the grass too, which as pointed out alrady is NOTAM'd U/S ? ? Not a capital offence, but if their a/c had been damaged ? Had the regular ground guy been there they'd have copped a bigger serve from him too.
Im not trying to sound all high an mighty professional here, but who flies to a destination over 50nm from the deptarture aerodrome, and doesnt check weather and notams ?
Who has poor skills ? ?
Yes Paper Boy, Ive made mistakes too, Ive been told off too. I learn from them. Lets hope this pilot does too. Maybe you should re-read my post about how CTAF R is now CERT and still requires carriage and use of radio ?
YBNA has an AFRU, I use it EVERYTIME I tune the radio to the CTAF freq, before each flights first taxi call (if I havent heard any other Tx) and on arriving back to the CTAF having been on other freq's.
I am not a rookie skydive pilot, nor am I a skygod, Ive been doing this for aprox 800hrs by choice.
Im sure we are all aware of developing an mental picture of the aircraft around us by monitoring the radio (situational awareness). During ALL of my flights Im listening on 2 freq's, CTAF and Area. I listen for conflicting traffic and plan ahead for it if they will be near the drop at the time. I will hold for aircraft transiting the area if they dont offer to track away, I can ask them too but not demand.
This situation has made me more aware of the radio failed a/c in the circuit scenario and as I said before will be more thorough on confirming the ID and intentions of a/c that BNE CTR advise me of. In this incident I was confident as I had spoken to at least 3 a/c re the drop. I was dropping again as members of the group departed and Im sure theyll agree, we discussed the drop cordially and professionally, we were all aware and going to be clear of the area. I conduct my ops in a professional and courteous manner. If this guy cant handle being told off for his mistake, thats his problem.
Last edited by Lancair70; 2nd Aug 2011 at 00:31.
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Hmm...
There's no need for that.
Most of us have. What is disgusting pilot behaviour is those who believe abusing the other (often more junior) pilot is to right thing to do. They can't wait to stop the engines and storm over.
Chances are the eyewitness account of your actions is a little exaggerated. I'm sure the event was frustrating as well. But next time how about you give the guy a few minutes to put the plane to bed before have a quiet, calm chat - it is usually more effective and by then your emotion has gone out of the argument.
Lancair, the following comment is in no way directed at you personally but referring to those who believe anger well above your actions is appropriate.
There are enough dick heads on the road who abuse people for the slightest mistake and create dangerous road rage. We don't need those people in the air. I knew of a PPL student on a solo cross country that made a slight mistake and was abused like you wouldn't believe by the field's local operator. The student was so rattled that it affected the rest of his flying to the point where navigation then airspace violation became an issue, further affecting him. There's a right way to let someone know they've stuffed up and a wrong way.
On the ground however the jump pilot was out of his aircraft almost before the prop stopped spinning, ran across the ramp straight under the wing of the PPL pilot, opened the ajar door and started laying into him.
Yes Paper Boy, Ive made mistakes too, Ive been told off too.
Chances are the eyewitness account of your actions is a little exaggerated. I'm sure the event was frustrating as well. But next time how about you give the guy a few minutes to put the plane to bed before have a quiet, calm chat - it is usually more effective and by then your emotion has gone out of the argument.
Lancair, the following comment is in no way directed at you personally but referring to those who believe anger well above your actions is appropriate.
There are enough dick heads on the road who abuse people for the slightest mistake and create dangerous road rage. We don't need those people in the air. I knew of a PPL student on a solo cross country that made a slight mistake and was abused like you wouldn't believe by the field's local operator. The student was so rattled that it affected the rest of his flying to the point where navigation then airspace violation became an issue, further affecting him. There's a right way to let someone know they've stuffed up and a wrong way.
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Maybe you should re-read my post about how CTAF R is now CERT and still requires carriage and use of radio ?
Your orginal post, which mentioned nothing about CERT airfields and confusion about CTAF-R was posted at 9:08.
I posted at 9:38 saying CTAF-Rs haven't been around for a while.
You go back at 10:07 and change your post after I question your professionalism:
Last edited by Lancair70; 2nd Aug 2011 at 10:07
Maybe you should re-read my post about how CTAF R is now CERT and still requires carriage and use of radio ?
Anyway, time to take some of my own medicine and log off for a few hours before I say something really stupid. I'll read your reply later on.
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Paper Boy,
Im man enough to admit there was confusion on my part about the CTAF R. I admit, I didnt know the R bit was gone and replaced with CERT, but the basic requirement for carriage and use of radio hasnt changed.
I had not read your post at the time I changed mine, I was reading the AIP to find the correct answer for myself. So your questioning my professionalism is warranted given my intial post. I wasnt changing my post in any attempt to cover it up, Im admitting it now.
Ok so I shouldnt have replied to you like I intially did. I aplogise.
Time to take some your medicine and log off for a while.
Andrew
Im man enough to admit there was confusion on my part about the CTAF R. I admit, I didnt know the R bit was gone and replaced with CERT, but the basic requirement for carriage and use of radio hasnt changed.
I had not read your post at the time I changed mine, I was reading the AIP to find the correct answer for myself. So your questioning my professionalism is warranted given my intial post. I wasnt changing my post in any attempt to cover it up, Im admitting it now.
Ok so I shouldnt have replied to you like I intially did. I aplogise.
Time to take some your medicine and log off for a while.
Andrew
Last edited by Lancair70; 2nd Aug 2011 at 00:51.
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Next time take a deep breath before telling another pilot off.
Time to take some your medicine and log off for a while.
Well this really has turned itself into an appendage measuring contest.
That poor little PPL pilot, couldn't use his comm properly (which freq was he broadcasting on, there's a good look), didn't read NOTAMs, but of course, let's all have a quiet word with him, asking him very politely not to do it again eh? Bollocks!!! If I was in Lancair's position, I would have done the same thing, with the addition of calling the groundskeeper about the parking on the grass. Would this be a different story if the 182 were a
SAAB or A320? Would there perhaps be and incident report? I think so.
So the fool who can't use his radios got a revving, so what? That is the least that could have happenned. Chances are he will remember that big mean jump pilot in future whenever he has more than one Comm. Pwecious widdle pwincess.
I'm sure this is what Lancair did, in fact I'll bet he brought his cane and knuckle dusters so he could give the chap a jolly good thrashing. Was his white scarf flapping in the breeze behind him as he walked? Top points for poetic license there NIK320 old boy! I think a little bit of bruised pride has led to unhealthy amount of indignation.
Too often in life we allow incompetence to flourish by not speaking up.
Straight Home and don't spare the horses!
That poor little PPL pilot, couldn't use his comm properly (which freq was he broadcasting on, there's a good look), didn't read NOTAMs, but of course, let's all have a quiet word with him, asking him very politely not to do it again eh? Bollocks!!! If I was in Lancair's position, I would have done the same thing, with the addition of calling the groundskeeper about the parking on the grass. Would this be a different story if the 182 were a
SAAB or A320? Would there perhaps be and incident report? I think so.
So the fool who can't use his radios got a revving, so what? That is the least that could have happenned. Chances are he will remember that big mean jump pilot in future whenever he has more than one Comm. Pwecious widdle pwincess.
On the ground however the jump pilot was out of his aircraft almost before the prop stopped spinning, ran across the ramp straight under the wing of the PPL pilot, opened the ajar door and started laying into him.
Too often in life we allow incompetence to flourish by not speaking up.
Straight Home and don't spare the horses!
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Aviate, Navigate, Communicate, in that order.
Always assume there is an aircraft lingering around that you don't know about.
To blindly assume that everyone is on the same channel you with a working radio is a bold assumption that will one day cause you to come unstuck.
This wasn't the issue - this discussion came about because you abused someone for cutting in front of you when you were on a straight-in approach and he was in the circuit with right-of-way.
For the record, a PPL with endorsements can fly a C208 full of passengers if he/she is financing the flight and not cost sharing. I'm not sure why so many people get confused on this one.
Always assume there is an aircraft lingering around that you don't know about.
To blindly assume that everyone is on the same channel you with a working radio is a bold assumption that will one day cause you to come unstuck.
VH-XXX, so maybe we shouldnt drop meat bombs at all then ? How am I supposed to see all aircraft around the area from FL140 to ensure a safe drop ? If this aircraft had collided with a parachutist, who would be at fault ?
For the record, a PPL with endorsements can fly a C208 full of passengers if he/she is financing the flight and not cost sharing. I'm not sure why so many people get confused on this one.