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John Bosch

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About John Bosch

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  • Birthday 01/12/1969

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  • Gender:
    Male
  • Location:
    Canberra, Australia

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  1. Ah yes, of course. Class D is non-radar so, as Wade said, squawk 3000.
  2. Class C & D are fairly similar, as far as I remember. Here's an example of entering controlled space: About 10 miles from the CTA boundary the pilot would tune in to ATIS and get the latest report (in this case, foxtrot). Then, call the tower ... Pilot: Albury Tower, Hotel Uniform Tango, Piper Warrior, One Zero miles south west of Wangaratta, Seven thousand five hundred, Inbound to land, received foxtrot request airways clearance. Tower: Hotel Uniform Tango, Albury Tower, Cleared to enter controlled airspace, track direct to Albury Maintain seven thousand five hundred, QNH 1022 Squawk four two three four Report when ready for decent. Pilot: Direct Albury, Maintain seven thousand five hundred, QNH 1022 Squawk four two three four, Report when ready for decent. some time later .... Pilot: Hotel Uniform Tango, Ready for decent. Tower: Hotel Uniform Tango, Descend to two thousand, report field in sight. Pilot: Two thousand, Hotel Uniform Tango upon sighting the field ... Pilot: Hotel Uniform Tango, Field in sight. Tower: Hotel Uniform Tango Make visual approach join left downwind runway two five report turning final. Pilot: Visual approach, join left downwind runway two five Hotel Uniform Tango. At final turn ... Pilot: Hotel Uniform Tango Turning final. Tower: Hotel Uniform Tango Cleared to land. Pilot: Cleared to land, Hotel Uniform Tango. Leaving the airspace is the reverse. If you want the detail I can write it up a bit later, as it sometime involves handing off from tower to approach/departures. Usually, just as ATC tell the pilot he is leaving their airspace and flight services are terminated they also tell them to squawk 1200, the class G general transponder code. Further more ... when I was training out of Canberra the training ground was just outside the class C airspace and as we would leave ATC would tell us to remain on our transponder code. We'd then use the same code on the way back in. They would also monitor us out there if they had little else to do (which is quite likely at Canberra) and have been know to tell two aircraft in the training ground to "both break right now".
  3. That's amusing Maxter because I never got to land on anything other than tarmac. The closest I got was taking too long to lift off after a touch and go and having the wheels kiss the dirt end of the Moruya cross runway. Congrats on the job so far Wade. What I do find interesting is how your costs are panning out. Can I ask what the aircraft and instructor cost you per hour?
  4. Nice work mate. It sounds like you are flying through the lessons .
  5. It was a long thought process Karol. Looking 10 years ahead though I just don't see myself being anything other than a low-hours, once every couple of months pilot. To me, that is dangerous and I can't justify the $8k or so it will take me to get there, then let it peter out as I find fewer and fewer people who want to fly with me. I've a far greater chance of getting a positive response from "hey, let's spend the afternoon fishing" than I have "hey, let's spend the afternoon flying" (especially when it is going to cost some hundreds of dollars). If my situation changes somehow, I will be straight back at it. But for now, I'd rather concentrate on the other things I enjoy doing just as passionately.
  6. Thanks BennyHill. I'm posting via my iPhone from Adelaide and didn't have time to look up VNC coverage.
  7. Congratulations mate. So, when did the "holy s@"$. I'm up here on my own" moment kick in for you?
  8. What sort of chart are you after Petr? Real life pilots to the area would use the ERSA for most if their information. As far as I know Cessnock is not covered by a VTC, meaning your only other choice is a large scale WAC.
  9. Thanks .. umm, Benny . I do have good memories of my flying. It would have been nice to have done just one nav and seen more than just the Canberra area (and a short time at Moruya). I was tempted to do just one before stopping but I think that would have disolved my resolution and just caused me to want more. It was easier to just make my mind up after a long conversation with an ex-RAAF test pilot and shut things down immediately. Cathy, RA still leaves me the same issues of having a wife that can't easily fly with me and has the added problem of not being available within the Canberra area. The nearest RA field is over and hour's drive away.
  10. GA is nowhere near as big here Peter. Without government support it has pretty much deteriorated into the outback. There is still GA happening out in the bush, but it's nothing like it used to be. Along the eastern seaboard and around the major cities it is nearly all RPT flying now. Not many businesses use private jets, most use Qantas or Virgin.
  11. Hey, it's my thread! When I was fishing the Darling River, between Menindee and Wilcannia, back in October every second Perch we pulled from the water had a baby carp in its stomach. So maybe they are fighting back. The carp are a bit of fun to cath on soft plastics with a really light line too, I must say!
  12. Thanks Pat. One thing I am starting to realise is just how well positioned Canberra is for fishing. We have the snowy mountains full of trout about a couple of hours to the south, Murray Cod, Yellow Belly and Red fin right on our door step, and the ocean is only 1.5 hours away.
  13. Thanks for the support all. JohnY, the thought that at least I got to have the experience is fore front in my mind, I can tell you. If RAA were to increase the weight restriction a bit (to 700-800kg as you say, Wade) and Canberra gets the second, out of controlled airspace, airfield that has been on the table for two decades now, I will possibly re-think things.
  14. Over the last couple of weeks I have had a couple of brief, and a few very long, conversations with two ex-private pilots (one of which is also an ex-LAME) and a couple of ex-RAAF pilots (one of which was a test pilot and is still an active GA pilot). Basically, I have had a couple of concerns in regards to my flying ... - Where is the GA industry going? With the increasing price of fuel (which will get worse with the carbon tax), the increasing age of the fleet and the continual squeeze on small airfields for development or reduced costs, will there be a GA industry in 10 years. More importantly, will there be a private GA industry whereby a private pilot can hire a plane for a weekend and fly somewhere. The general concencous was that it's not going to get any better than it is now. - What sort of pilot do I want to be? I will never be a commercial pilot. I am in my early 40's and have way too many financial responsibilities to just give it all up and start again. Given what a low hours GA pilot is paid now-a-days I would do worse than halving my current salary, probably getting close to quartering it. I also don't believe it is practical anymore to fly for holidays. The weather can play havoc with your plans, you have no car at the other end and more than a day aircraft hire without a large amount of flying is not really an option anymore (i.e. you can hire if you want to fly all around the country, but not if you want to go see your parents for a week). Add to that the fact that my wife suffers rhuematoid arthritis and would find it difficult getting into and out of an aircraft, let alone walking to and from one across an airfield and fly really isn't going to be a mode of transport for us. So, I will only ever be flying for fun. The problem here, and this was the subject of my conversation with the ex-RAAF test pilot, is that I don't believe you can safely fly once every couple of months. A low hours pilot must fly regularly (the test pilot reckons fortnightly at least) to keep their hand in. I don't want to be a dangerous, low hours, once-in-a-while pilot. So, given those two facts, my chats with the above people and a whole lot of soul searching I am going to stop flying. It's a damn hard thing for me to do as I feel like I never finished my license, even though I did get my GFPT so CASA believes I can fly (I just don't know where I'm going) and I hate to leave things unfinished. Plus I am very saddened at not having the feel of a plane at my control again, but I just can't justify the money anymore for some fun and I can't justify the danger level I believe flying irregularly would create. All is not lost though as I have recently found my interest in fishing again, as some of you may have noticed. I have joined the local fishing club and been along to an outing or two with them and am thoroughly enjoying myself. Fishing is certainly an acitivity where it is more easy to say "hey, let's go fishing this afternooon" than flying is to say "hey, let's go flying". I dare say it is more social too, as I have certainly met a lot more like minded blokes! I did however have to break the news to my wife that I need to buy a four wheel drive as the family camry is starting to suffer under some of the places I want to take it. She was all for it saying she'd feel better with me fishing than flying (I always knew it scared her a bit). I am now in a strange state of being a little disappointed but confident that I have made the right decision. So, if you have made it this far into my little ramble, thank you for listening. I am afraid it is going to have to be people like Wade and the others who keep people dreaming with their flying reports from now on in.
  15. Good to hear it's coming along Wade. Before you know it you'll be going solo!
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