Hour Building (Australia)
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sydney airfields
hi headwind,
you don't say where in sydney you will be staying. It's a big place and travelling to the various airfields can take a lot of time out of your day, especially if you don't have a car. There are GA fields out at Bankstown, Hoxton Park and Camden you will really need a car to get to and from these places from central Sydney as all will require a train journey of at least 1 hr plus a further bus ride. You will have to take this into consideration in your flying costs.
I have got an itemised bill from Basair at YBSK somewhere listing the landing charges for Ybsk if I can find it I will let you knoiw the cost.
Hoxton is not too far from Bankstown and is adjacent to the training area if you have to do GFT etc and is much quieter and there are very few delays holding you on the ground/air. No tower though and no cross strip (N-S rwy with usual hoxton x-wind) but less traffic and minimal landing charges, may be a better bet.
YBSK sees at lot more traffic including bizjets and when the guys in the tower have a lot of traffic in their area they will suspend circuits/training until it gets quiet. Bankstown has 3 parallel strips all tarmac though and you get the feel of being a bit more 'commercial'.
Takes about 30/40 mins by car from Balmain/Central to YBSK and another 15-20 to Hoxton ,you pass B'town on the way to Hoxton anyway depending which highway you take.
Bare in mind it costs more to live in Sydney than elsewhere in Oz and that it is the busiest time of the year Nov-Mar for tourism too so accomodation might be scarce.
Have a excellent time mate you'll love it!
you don't say where in sydney you will be staying. It's a big place and travelling to the various airfields can take a lot of time out of your day, especially if you don't have a car. There are GA fields out at Bankstown, Hoxton Park and Camden you will really need a car to get to and from these places from central Sydney as all will require a train journey of at least 1 hr plus a further bus ride. You will have to take this into consideration in your flying costs.
I have got an itemised bill from Basair at YBSK somewhere listing the landing charges for Ybsk if I can find it I will let you knoiw the cost.
Hoxton is not too far from Bankstown and is adjacent to the training area if you have to do GFT etc and is much quieter and there are very few delays holding you on the ground/air. No tower though and no cross strip (N-S rwy with usual hoxton x-wind) but less traffic and minimal landing charges, may be a better bet.
YBSK sees at lot more traffic including bizjets and when the guys in the tower have a lot of traffic in their area they will suspend circuits/training until it gets quiet. Bankstown has 3 parallel strips all tarmac though and you get the feel of being a bit more 'commercial'.
Takes about 30/40 mins by car from Balmain/Central to YBSK and another 15-20 to Hoxton ,you pass B'town on the way to Hoxton anyway depending which highway you take.
Bare in mind it costs more to live in Sydney than elsewhere in Oz and that it is the busiest time of the year Nov-Mar for tourism too so accomodation might be scarce.
Have a excellent time mate you'll love it!
Join Date: Aug 1999
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Thanks troposurfer,
I am initially staying at Mosman, looking into the area between North Ryde-Northern Beaches to settle. A car will be one of the first purchases as I am arriving with my family and intending to stay longer than just a holiday (hopefully, looking for jobs at the mo', got PR visa in June).
Camden, Hoxton and Bankstown will be the first places to visit of course, in which order it remains to be seen. I suppose landing fees for private planes are imposed on each of these airfields? I am just thinking is it like AUD 1 or AUD 10 to land (and to touch-and-go?)
I have an automatic mailer set up from the YSBK wx station. I'm dying to feel the wx out there, here in Sth Finland the first snow fell today and it's been sub zero for weeks!! Brrr....
Thanks for all the advice
cheers
Headwind
I am initially staying at Mosman, looking into the area between North Ryde-Northern Beaches to settle. A car will be one of the first purchases as I am arriving with my family and intending to stay longer than just a holiday (hopefully, looking for jobs at the mo', got PR visa in June).
Camden, Hoxton and Bankstown will be the first places to visit of course, in which order it remains to be seen. I suppose landing fees for private planes are imposed on each of these airfields? I am just thinking is it like AUD 1 or AUD 10 to land (and to touch-and-go?)
I have an automatic mailer set up from the YSBK wx station. I'm dying to feel the wx out there, here in Sth Finland the first snow fell today and it's been sub zero for weeks!! Brrr....
Thanks for all the advice
cheers
Headwind
PPRuNe Handmaiden
Yep, heard of them both. I flew with Aerospace Aviation a couple of years ago. Sue Davis is a mate, she's the boss, give her a call or send her an email with details of what you want to do.
Aerospace Aviation
No, not on any commission either
Aerospace Aviation
No, not on any commission either
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Redsnail,
What year did you leave space??? maybe we left in the same year. I see your in the U.K. are you flying? I'm interested to find out how you got there and the job situation?
Cheers SnL
What year did you leave space??? maybe we left in the same year. I see your in the U.K. are you flying? I'm interested to find out how you got there and the job situation?
Cheers SnL
PPRuNe Handmaiden
I never worked there, last time I was there I was renewing my IR. I did an instructor rating with them yonks ago. (and I mean YONKS ago)
I got here via BA 744 into LHR. Job market is entertaining, getting better, should be pretty reasonable for folk with turbine time next year. Low houred guys as usual are still finding it tough. Yep, flying the mighty Shed doing night freight and it's fecking cc-c-c-c-c--cold now.
I got here via BA 744 into LHR. Job market is entertaining, getting better, should be pretty reasonable for folk with turbine time next year. Low houred guys as usual are still finding it tough. Yep, flying the mighty Shed doing night freight and it's fecking cc-c-c-c-c--cold now.
If you're staying in N.Ryde/Northern beaches maybe you should consider Warnervale. It's up the motorway to the north of Sydney. Another option is the 7th Day Adventist flying school also to the north of Sydney.
If you're relying on public transport then I think YSBK is the best option. Not sure of the train connections from Manly to Bankstown but you could catch the Manly ferry, hop on the city circle train line to Central Station then a train to Bankstown & finally a bus to YSBK. The bus stop is next to the train station. The bus you need is the one that goes along Marion St. Don't know the route number. It will go right past YSBK's main entrance on Marion St.
Last edited by Tinstaafl; 16th Sep 2016 at 04:48.
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sydney flying
yo headwind/HN1708,
for all things travel in sydney check out .......
www.sydneytransport.net.au or www.131500.info
these are the transport authorities/information websites for Sydney and environs. If you are coming from Manly to YBSK then you will........
Catch Manly ferry to Circular Quay then take train on Bankstown line to Bankstown then just near station get 935/6/7 to Marion St. Bus drops you 50 yds from airport.
To Hoxton(YHOX) take manly ferry to Circular again then catch Liverpool train to Liverpool then 854 bus drops you near to the airport.
Someone suggested Warnervale, I never used it(overflown on a Nav), but it has Williamtown MIL CTR to north and Richmond to the West as well as being well North of the Sydney burbs.
If you get the chance do a Nav on the Victor 1 route along the coast. Absolutely amazing! 500ft along the cliffs and across the mouth of the harbour. If you can get a plane with a working transponder you can do the harbour and over the bridge if the E-W runway is being used at Kingsford Smith and not much traffic. Awesome.
Ps on the Medical. Get it done at the medical centre at Kingsford Smith if you can. It has public transport to it and it was the cheapest quote I got from all the Docs + easy to get quick appointment. In and out in an hour too.
There is a pilot shop at Bankstown which has all the charts and stuff you will need. Sydney WAC #3456/ VNCs 2 and 3 and a Sydney VTC and a PCA AUS planning chart. The CASA office is just round the corner for any licence probs and paperwork. One word DO GET A SEP sticker in your logbook. I should have had this put in my logbook after my PPL test but the idiots at the school near Melbourne never bothered. Now I get emails from CASA asking me to bring my book to them and I'm back in the UK. Good one mate!
Cheers and much Jealousy
Tropo.
for all things travel in sydney check out .......
www.sydneytransport.net.au or www.131500.info
these are the transport authorities/information websites for Sydney and environs. If you are coming from Manly to YBSK then you will........
Catch Manly ferry to Circular Quay then take train on Bankstown line to Bankstown then just near station get 935/6/7 to Marion St. Bus drops you 50 yds from airport.
To Hoxton(YHOX) take manly ferry to Circular again then catch Liverpool train to Liverpool then 854 bus drops you near to the airport.
Someone suggested Warnervale, I never used it(overflown on a Nav), but it has Williamtown MIL CTR to north and Richmond to the West as well as being well North of the Sydney burbs.
If you get the chance do a Nav on the Victor 1 route along the coast. Absolutely amazing! 500ft along the cliffs and across the mouth of the harbour. If you can get a plane with a working transponder you can do the harbour and over the bridge if the E-W runway is being used at Kingsford Smith and not much traffic. Awesome.
Ps on the Medical. Get it done at the medical centre at Kingsford Smith if you can. It has public transport to it and it was the cheapest quote I got from all the Docs + easy to get quick appointment. In and out in an hour too.
There is a pilot shop at Bankstown which has all the charts and stuff you will need. Sydney WAC #3456/ VNCs 2 and 3 and a Sydney VTC and a PCA AUS planning chart. The CASA office is just round the corner for any licence probs and paperwork. One word DO GET A SEP sticker in your logbook. I should have had this put in my logbook after my PPL test but the idiots at the school near Melbourne never bothered. Now I get emails from CASA asking me to bring my book to them and I'm back in the UK. Good one mate!
Cheers and much Jealousy
Tropo.
General Aviation as a career and hour building in Australia
Hi all!
I have heard lots of talk about wannabe pilots and the airlines on this forum, but nothing about those wishing to make a career in general aviation. Am I the only idiot who doesnt want to join the airlines, or are there more of us?
My long term goal is to join the RFDS (have you read their entry requirements - it'll be a while before I get to that standard!!) I am most of the way to a CPL, command multi-engine instrument rating, night VFR rating and will be working on an instructor rating toward the end of the year. I also have passes in all my ATPL subjects.
Early next year I plan on heading to Broome to try my luck - does anyone have any suggestions re getting a job up north? I should have ~ 230 hours by that time.
Maybe I should add - I am female and will be 19 by the time I get there. Will this be a disadvantage?
Or should I try my luck getting an instructing job in the Sydney/Newcastle (hometown) area?
Replies will be appreciated!
I have heard lots of talk about wannabe pilots and the airlines on this forum, but nothing about those wishing to make a career in general aviation. Am I the only idiot who doesnt want to join the airlines, or are there more of us?
My long term goal is to join the RFDS (have you read their entry requirements - it'll be a while before I get to that standard!!) I am most of the way to a CPL, command multi-engine instrument rating, night VFR rating and will be working on an instructor rating toward the end of the year. I also have passes in all my ATPL subjects.
Early next year I plan on heading to Broome to try my luck - does anyone have any suggestions re getting a job up north? I should have ~ 230 hours by that time.
Maybe I should add - I am female and will be 19 by the time I get there. Will this be a disadvantage?
Or should I try my luck getting an instructing job in the Sydney/Newcastle (hometown) area?
Replies will be appreciated!
PPRuNe Handmaiden
G'day
If you want to work for the RFDS you are better off getting some remote area time. Instructing is good to get the initial build up of hours but I know the RFDS do look for remote time as well. It shows them a couple of things. 1. You are familiar with what the remote stuff entails and 2. you won't be so shocked when based in Derby, Mt Isa etc (when you get there you'll know what I mean).
Your age won't be an issue if you have a mature head on your shoulders. Broome is a good spot but usually the "nicer" the area the greater number of UGALs hanging around. I lived in Broome for over 2 years. Your gender won't be an issue unless your precious about it. You'll be expected to get your hands dirty and so on. Broome Aviation has employed female pilots in the past.
230 hours is low but that's what it's all about. If you get there early in the season, (like around Feb) and get yourself established then it should work for you. Note, no guarantees.
If you have other skills like computing, languages, engineering highlight them. If you can score about 10 or so hours in a C210 or similar before heading out then it will be useful.
Good luck and take a camera with you. Broome's wet season thunderies are something to see.
If you want to work for the RFDS you are better off getting some remote area time. Instructing is good to get the initial build up of hours but I know the RFDS do look for remote time as well. It shows them a couple of things. 1. You are familiar with what the remote stuff entails and 2. you won't be so shocked when based in Derby, Mt Isa etc (when you get there you'll know what I mean).
Your age won't be an issue if you have a mature head on your shoulders. Broome is a good spot but usually the "nicer" the area the greater number of UGALs hanging around. I lived in Broome for over 2 years. Your gender won't be an issue unless your precious about it. You'll be expected to get your hands dirty and so on. Broome Aviation has employed female pilots in the past.
230 hours is low but that's what it's all about. If you get there early in the season, (like around Feb) and get yourself established then it should work for you. Note, no guarantees.
If you have other skills like computing, languages, engineering highlight them. If you can score about 10 or so hours in a C210 or similar before heading out then it will be useful.
Good luck and take a camera with you. Broome's wet season thunderies are something to see.
Why do it if it's not fun?
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71n,
I also don't fancy a career in airlines. It seems to me that the industry is a compromise between fun flying, and earning money. The more fun a job is, the less it pays.
The trick has to be to find a balance where you are earning enough to live on without too much financial stress, but still enjoying your flying as much as possible. (I'm sure I'd enjoy flying airliners, but not as much as flying GA aircraft - the smaller the better, as far as I'm concerned.) I imagine myself instructing for a while until I really can't afford to do it any more, then moving on to turbo-props or business jets which generally pay a salary that you can live on, but not get rich on.
I get the feeling you and I are in a minority. But from the few bits I've seen on these forums, I get the impression that being a little older when applying to turbo-prop operators might be a help - they tend to assume that the average 25-or-under applicant is just looking to build time for airlines, whereas the average 40-or-over applicatant is too old for airlines so may stick around for a while. Don't know if anyone else has a view on that? Problem is because there are so few of us there isn't much information out there.
Have to admit I've never heard of RFDS - probably because I've only really looked into the UK industry in any detail - so my post proably doesn't help much except to let you know you're not the only one. As for me, I'm going to go and do some research on RFDS when I get a chance - just for general interest, if nothing else!
Good luck!
FFF
---------------
I also don't fancy a career in airlines. It seems to me that the industry is a compromise between fun flying, and earning money. The more fun a job is, the less it pays.
The trick has to be to find a balance where you are earning enough to live on without too much financial stress, but still enjoying your flying as much as possible. (I'm sure I'd enjoy flying airliners, but not as much as flying GA aircraft - the smaller the better, as far as I'm concerned.) I imagine myself instructing for a while until I really can't afford to do it any more, then moving on to turbo-props or business jets which generally pay a salary that you can live on, but not get rich on.
I get the feeling you and I are in a minority. But from the few bits I've seen on these forums, I get the impression that being a little older when applying to turbo-prop operators might be a help - they tend to assume that the average 25-or-under applicant is just looking to build time for airlines, whereas the average 40-or-over applicatant is too old for airlines so may stick around for a while. Don't know if anyone else has a view on that? Problem is because there are so few of us there isn't much information out there.
Have to admit I've never heard of RFDS - probably because I've only really looked into the UK industry in any detail - so my post proably doesn't help much except to let you know you're not the only one. As for me, I'm going to go and do some research on RFDS when I get a chance - just for general interest, if nothing else!
Good luck!
FFF
---------------
PPRuNe Handmaiden
FFF,
RFDS is an Australian outfit known as the Royal Flying Doctor Service. They have bases all over the country and they fly Kingairs, PC12's and I believe there are some Conquests around too. They are very well paid and the overall package isn't bad, esp when you consider it's a GA job. It isn't as well paid as the jet jobs but compares favourably with the turboprop jobs.
From memory, a mate in Mt Isa was earning +$A55,000 plus car and rental assistance (and superannuation, discounted airline tickets etc)(Checkboard's sister is a Doctor with RFDS, she earns +$A100,000, free car, free house and bills paid for)
To get a look in you need several IR renewals, 3000 hours TT, a min of 500 hours in command of multiengine aircraft and from 200 to 500 hours of night flying. (Depends on the region). Turbine time, esp on kingairs is desirable as well as remote area experience. A season or two in the Kimberley or the Territory is ideal.
It tends to be a dead man's shoes sort of job because not many people leave the RFDS to go to airlines. They do prefer to hire older folks though. (Although the Derby base seems to have a high turnover)
RFDS is an Australian outfit known as the Royal Flying Doctor Service. They have bases all over the country and they fly Kingairs, PC12's and I believe there are some Conquests around too. They are very well paid and the overall package isn't bad, esp when you consider it's a GA job. It isn't as well paid as the jet jobs but compares favourably with the turboprop jobs.
From memory, a mate in Mt Isa was earning +$A55,000 plus car and rental assistance (and superannuation, discounted airline tickets etc)(Checkboard's sister is a Doctor with RFDS, she earns +$A100,000, free car, free house and bills paid for)
To get a look in you need several IR renewals, 3000 hours TT, a min of 500 hours in command of multiengine aircraft and from 200 to 500 hours of night flying. (Depends on the region). Turbine time, esp on kingairs is desirable as well as remote area experience. A season or two in the Kimberley or the Territory is ideal.
It tends to be a dead man's shoes sort of job because not many people leave the RFDS to go to airlines. They do prefer to hire older folks though. (Although the Derby base seems to have a high turnover)
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Hour Building (Australia)
I can't convince myself that I fully understand the CAA documents regarding training abroad....
I'm a Brit currently in Auz training for a PPL. I then want to move on towards ATPL status in the UK next year after taking a C1 medical. I know I have to pass the JAR PPL exams & do a skill test to convert but.....
will any additional hours in Auz, after I gain my PPL, be valid in my UK CPL training if they are done before I convert my PPL licence in the UK???? Or is this just standard hour building?
Hope someone can shed some light on the situation....
Cheers
I'm a Brit currently in Auz training for a PPL. I then want to move on towards ATPL status in the UK next year after taking a C1 medical. I know I have to pass the JAR PPL exams & do a skill test to convert but.....
will any additional hours in Auz, after I gain my PPL, be valid in my UK CPL training if they are done before I convert my PPL licence in the UK???? Or is this just standard hour building?
Hope someone can shed some light on the situation....
Cheers
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I'm in a similar quandary.
I'm in NZ with an NZ PPL and want to go home to do the ATPL next year. From what i understand all the hours count. I'm going to try and fit in all the cross country hours i can and the night rating.
I dont think the Multi IR counts at home so I'll leave that and all the theory till next year.
Can anyone else offer some advice? What should we be doing down here before we get home - to save money on expensive flying at home.
Cheers
I'm in NZ with an NZ PPL and want to go home to do the ATPL next year. From what i understand all the hours count. I'm going to try and fit in all the cross country hours i can and the night rating.
I dont think the Multi IR counts at home so I'll leave that and all the theory till next year.
Can anyone else offer some advice? What should we be doing down here before we get home - to save money on expensive flying at home.
Cheers
Guest
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Yup Im in the same place to guys....only in Canada this time!!
Well heres the thing ive found out....hope it helps a little and i sure do hope its right!!!!!
Basically im doing exactly the same, I have a Canadian ICAO PPL, ICAO night rating and my 300 NM cross country, I have been advised by a couple of traing places in the UK, that I should have completed before starting training for my UK ATPL the following.
ICAO PPL
ICAO Night Rating
ICAO 300 NM cross country
ICAO Multi Engine (ONLY, not MULTI IR)
Total of at least 150 hrs (All ICAO is fine)
of the 150 hrs, At least 100 hrs PIC (P1)
So Thats basically what im working towards and ive been assured thats all good, both you guys are also ICAO in Oz and New zealand i guess too.
Hope this helps a bit as ive been really confused too, sooo many long distance calls to the UK! Once the above is completed, you can get on the ATPL modular route for the frozen ATPL!
If anyone has any other better ideas or opinions....please let me know!!! and if either of you find out anything different please tell me before i hand over multiple wedges of cash ..../ credit cards!!!
After re-reading just wanted to make sure something makes sense,
Yeah so all the hrs count towards the UK CPL/ATPL as far as i know,
If you are going back to the uk to do the CPL/ATPL you dont need to convert an ICAO PPL to a JAA PPL, thats really good news, you just skip the JAA PPL in fact then end up with the JAA CPL which of course takes its place anyway, so im sure in saying you dont need to retake the skill test....
I guess the best thing tough is to check this with CCAT or something to confirm it...
hope that makes sense a bit....i think working this out is harder than the flying!!!
Basically im doing exactly the same, I have a Canadian ICAO PPL, ICAO night rating and my 300 NM cross country, I have been advised by a couple of traing places in the UK, that I should have completed before starting training for my UK ATPL the following.
ICAO PPL
ICAO Night Rating
ICAO 300 NM cross country
ICAO Multi Engine (ONLY, not MULTI IR)
Total of at least 150 hrs (All ICAO is fine)
of the 150 hrs, At least 100 hrs PIC (P1)
So Thats basically what im working towards and ive been assured thats all good, both you guys are also ICAO in Oz and New zealand i guess too.
Hope this helps a bit as ive been really confused too, sooo many long distance calls to the UK! Once the above is completed, you can get on the ATPL modular route for the frozen ATPL!
If anyone has any other better ideas or opinions....please let me know!!! and if either of you find out anything different please tell me before i hand over multiple wedges of cash ..../ credit cards!!!
After re-reading just wanted to make sure something makes sense,
Yeah so all the hrs count towards the UK CPL/ATPL as far as i know,
If you are going back to the uk to do the CPL/ATPL you dont need to convert an ICAO PPL to a JAA PPL, thats really good news, you just skip the JAA PPL in fact then end up with the JAA CPL which of course takes its place anyway, so im sure in saying you dont need to retake the skill test....
I guess the best thing tough is to check this with CCAT or something to confirm it...
hope that makes sense a bit....i think working this out is harder than the flying!!!
Last edited by dgpeers; 18th Aug 2004 at 00:04.
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I agree, trying to work out what to do is way harder than flying!
I back in the UK in 2 weeks so will ask around, I've made appoints some flight schools so will discuss the options. I'll get back to you.
One other thing, re-reading the CAA info it reads as if you are only credited with 50% of your post-ICAO PPL hours.........
I back in the UK in 2 weeks so will ask around, I've made appoints some flight schools so will discuss the options. I'll get back to you.
One other thing, re-reading the CAA info it reads as if you are only credited with 50% of your post-ICAO PPL hours.........
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Hi corrimal,
I completed my PPL in Oz some time ago and I'm about to embark on an ATPL course next week (gulp!
)). The time that you do in Oz is valid, hours is hours sir.
As far as conversion goes, if you do decide to convert your license to a JAA PPL in the UK, you will need to complete either:
Under 100 Hours TT - All exams, flight test and Class 2 medical.
Over 100 Hours TT - Air Law, Human Perfomance, flight test, Class 2 medical.
Please be aware, that no endorsements that you get under CASA will be valid over here (i.e. retractable, Vari Prop).
As for if you actually have to do the conversion or not is another matter. Dgoeers seems to have the info there. I would say though to watch your time. If you need to revailidate your PPL license at any time it get's a little complicated. I think you either have to have an Australian licensed instructor or an Australian licensed aircraft or both. Not sure which, having converted to a JAA PPL before requiring it!! Oh, and another thing. If you've got a CASA PPL, you won't be able to fly abroad from the UK. Not serious, but worth considering.
Anyway, all the best with the hours building and PPL over there, hope the weather's good. Man-o-man, wouldn't mind being over there again, flying up the beautiful sunshine coast. Mmm..
Regards,
TB.
Actually,
in my hastiness, I overlooked the possibility of hours not counting if you still have the ICAO licence. I\'m not sure what the deal is with this one. I\'ll see if I can find out and then get back to you.
TB.
I completed my PPL in Oz some time ago and I'm about to embark on an ATPL course next week (gulp!
)). The time that you do in Oz is valid, hours is hours sir. As far as conversion goes, if you do decide to convert your license to a JAA PPL in the UK, you will need to complete either:
Under 100 Hours TT - All exams, flight test and Class 2 medical.
Over 100 Hours TT - Air Law, Human Perfomance, flight test, Class 2 medical.
Please be aware, that no endorsements that you get under CASA will be valid over here (i.e. retractable, Vari Prop).
As for if you actually have to do the conversion or not is another matter. Dgoeers seems to have the info there. I would say though to watch your time. If you need to revailidate your PPL license at any time it get's a little complicated. I think you either have to have an Australian licensed instructor or an Australian licensed aircraft or both. Not sure which, having converted to a JAA PPL before requiring it!! Oh, and another thing. If you've got a CASA PPL, you won't be able to fly abroad from the UK. Not serious, but worth considering.
Anyway, all the best with the hours building and PPL over there, hope the weather's good. Man-o-man, wouldn't mind being over there again, flying up the beautiful sunshine coast. Mmm..
Regards,
TB.
Actually,
in my hastiness, I overlooked the possibility of hours not counting if you still have the ICAO licence. I\'m not sure what the deal is with this one. I\'ll see if I can find out and then get back to you.
TB.