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Casa suggest departure calls be made at non controlled airfields., ruclips.net/video/m4M_0Fu_AJ0/видео.html

11:10 Caboolture is busier than Caloundra..I have noticed at Caboolture that position reports are mainly given when there are other aircraft joining the circuit ..we had a double fatal here recently because of lack of comms and awareness of other aircraft positions...talk is cheap.

I make one radio check for first flight of the day..why skimp on such an important bit of kit..it is possible for radios to receive quite clearly yet not transmit clearly

At YCAB, taxi calls are always made prior to run up checks as runup pad is very near the runway entry point.

@GOFly Online (Hello,I Run an airlines called GOFly as a VA Is it ok if we use the word GOFly?)

I’ve had the privilege of operating to Lord Howe for the last 27 years and I still find it to be spectacular. I found your video to be interesting and well researched. You’ve covered most aspects very well and the challenges of landing there cannot be underestimated. The other wind direction that can cause issues on a runway 28 approach is a moderate south westerly. With the wind cascading down the mountain a rotor can develop on final, requiring an oblique approach. Another consideration is accomodation with only 400 tourist beds available on the island, advance bookings are essential.

You have well explained the visability in controlled airspace 5km or more. How does the distance from clouds fit into the picture? I have more problems to estimate the distance to clouds as I have with visability. Thank you.

Thank you awesome!😮💯👍👍

good video, handled it like pro. this is why i navigate around absolute tiger country there needs to be options.

Brilliant job!

Thanks for sharing. Actually, on another forum they had a good basic procedure for this case: Climb to a safe altitude while heading towards a safe landing area. Once you are above that area, prepare for your landing following the emergency procedure. You can try to control power by mixture for a more or less regular landing, but if the engine stalls, it may not be possible to restart it with the throttle fully open, so better to prepare for a no power landing.

Wow. Now that's an amazing airport... what a place to land! Nice approach

Great Vlog/ Tutorial! Love to see more of these types of videos.

best landing I've ever seen, under stress and no engine!!! wow!!!

Awesome video. It is great to see such good Australian content. Lord Howe has been on my bucket list for quite some time!

Fantastic, thanks for sharing

very nice video, wish you were also at Archerfield airport.

I own a Birddog L-19. but I will definitely buy a Sm1019 aswell!!! Amazing plane

I actually had this happen to me a few years ago as a student pilot doing my PPL. My instructor immediately wanted to cut the fuel supply and land on a nearby road, but as we were descending I suggested we maintain full throttle and try to make the 5NM to the aerodrome by controlling the RPM with the fuel mixture (Cessna 150), the instructor agreed.. The plane was shaking so much it seemed like it wanted to disintegrate but we made it back.

I am learning about what this Major did when he flared late, and caused the death of Robert Henry Lawrence Jr., who was sitting in the back seat as an instructor, at this Wikipedia link: en.wikipedia.org/wiki/Robert_Henry_Lawrence_Jr. . Explain to me what went wrong here. And, why did he eject sideways, when the eject system is suppose to eject him vertically? The motor never did fire to release him from the ejection seat. Can you tell me what may have happened?

For a forced landing, I was taught back in the mid 70's to pick a field and then pick a "1,000ft area" for that field. For me, this is crucial if you have the height to be able to do it. On my GFT (now called a skills test I believe) back in '75 the CFI cut the power at 2,000ft whilst we were climbing out of the runway. I converted speed into height, gave a mock Mayday call and then searched for a field ... I identified a suitable grass field and since there was no other signs of wind direction I used the runway heading which I was already on. I relayed this to the CFI and then I informed him of my "1,000ft area", this being the start of the base leg for the field. This, provided the glide approach to the beginning of this area, (the base leg) is flown successfully absolutely ensures that you will be at 700ft or very close to it, as you turn onto final approach to the field, i.e. perfect height. I then successfully did a long and protracted glide in order to be at my 1,000ft area at one thousand feet. The CFI had us get down to 500ft before returning the power and I then raised the 2 stages of flaps I'd applied and applied full power to climb away. I have never had to make a forced landing but I am confident that I could successfully make one, assuming there were fields below me and that my engine failure didn't occur at low altitude.

Seems like something you'd feel. 1000' per minute seems like your butt hole should be puckered pretty good. Especially if you're not expecting it and your mind is expecting level elevation

Enjoyed watching that. You all did a great job

2:50 why are you setting to 3000 if they've asked for 1367??

This video has the wrong link. It's title says Lesson 2 Straight and Level, but when the video starts, it plays Lesson 1 Effects and Controls. Where can I find lesson 2 straight and level?

3 years later, is he a airline pilot now ? he deserves it.

Very clear and succinct. I have watched countless youtube vids on pilot training and never seen this explained before. Thank you very much for posting. Looking forward to future tips that others seem to assume we know.

If Scotty , the mechanic , says don't buy an Italian made car , , , then why would I buy an Italian made airplane ??

I’m not surprised …… , rotax 😖

Complimenti

Thank you for this tutorial. I have two questions, 1) do you skip lines when writing in your log book? 2) what brand is that particular log book that you're showing? Thanks again.

Brilliant Training Tutorial 👍🏻

I: illness M: Medication S: Stress A: Alcohol F: Fatigue E: Emotions

Love this! So helpful! 📻 ✈️ 👨🏼‍✈️

Cool as a cucumber Kyle. I hope that in a similar situation I would be somewhat as calm and collected. Bravo!

Short Snodgrass crashed because the gust lock wasn't removed so he had no control of elevator or ailerons.

Very very interesting. I had no idea a Rotax needed electrical power to keep turning and burning! 😳 You learn something new every day. Fair play to Kyle. He did a superb job. 🎉🥳👊👍

Just started learning to fly, thank you for creating this video and sharing this, what a great learning experience for all of us!

Didn’t see him use any checklist? Probably why “Snort” killed himself because these videos don’t emphasize proper procedures and safety of flight no matter your experience or flight hours logged.

I hope Jasper is doing well, and he IS the better pilot than his dad.

I miss Georgia! I hope she’s doing well with Jetstar

Did you guys do a coffee cup swap? lol Gofly for Aus Flight SImmer? Hey, now that you know where he lives, you can fly over his place and fire a couple dozen eggs at his house! hehe.

OMG é Power-Phull Orrrsé-Strâylêan BáQúÔř-bÉâĐ 😲😲😱😟😰😰😩😨😨😨😨😩😩😩😩😩😨😧😥😦😧😦😥😦😧😦😧😨😩😰😰😩😩😨😟😟😱😲😳😳😳😵😶😵😳😵😶😵😳😵😶😳😳😲😱😱😱😱😟😰😩😰

Thank you .Very excellent tutorial, very clear language, give you 5 stars.

I learned a lot during the length of this video and can relate to the many principles underlined by its many topics discussed.

I used to own a jabyru great air crafts planning to buy another one soon from the factory good on Rodny and his legasy

Where you mention frequency, it should be code. On a transponder the frequency is fixed.

Good to see those Ardmore Flying School fundamentals coming out in your students Nathan Slee! Well done to this Pilot, perfect FLWOP. Rob Brown

Outstanding job. That's one stone cold pilot. I can only hope I stay that frosty when it's my turn in the barrel