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Showing content with the highest reputation on 22/02/18 in all areas

  1. 4 points
    Because I am a good-natured bloke (and get bored easily) I decided to work out a way to import all published Australian airports into my SkyView system - a process that was relatively painless using the DAH, Adobe and Excel. However, as the RecFlying forum architechture doesn't allow uploading of *.CSV files, you'll need to actually download them from my post at the Dynon Forums, over here... Now, given there are many hundreds of Certified and Uncertified/ALA's in Australia, I cannot guarantee these are accurate inasmuch as I haven't screwed up something in the PDF-XLS conversion, but those in my immediate vicinity correlate perfectly with the OzRunways VTC overlay. That is my way of saying you use these files and the data therein at your own risk. If you get lost, that's your own fault, these are intended for situational awareness only. Furthermore, I haven't been anal enough to go through and categorise each and every airport to their respective icon in SkyView. If it's a Certified airport, per the DAH, it gets a "Filled" icon, if it is a Uncertified aerodrome or an ALA, it gets a "Hollow" icon. Additionally, these will show up as User Waypoints in SkyView, so you need to have the "display user waypoints" option selected at a suitable map range to enable you to see them. I will endeavour to keep these two files updated with each revision of the DAH unless AsA has a dummy spit, or I get tired of doing so. Anyway these are based on the November 2017 revision, with the next being due in May 2018. Eventually I might do the NavAids as well, but for now, here's the two airport files. Happy Flying!
  2. 4 points
  3. 4 points
    To the lay person, and the non tailwheel endorsed pilots, it's hard to understand how a pilot couldn't 'see' another aircraft. My initial response was very much the same. However, let's look a bit closer, as all may not be so clear cut. This RV6 has a tip-up canopy, which partly obscures forward vision - you need to have your head out the side. And, which side was the pilot flying from? In this case, where the impact was on the left side - it could point to a pilot operating the aircraft from the right hand seat. If you look at the pics, it will become obvious that the right hand position offers rather poor visibility to the left side. Now, given that one usually has the canopy in the 'trail' position after landing and when taxying - where the locking latch rests on the rear structural bar and is set so that sudden gusts won't lift the canopy up and damage hinges - the visibility is still less than great, and this still applies to a PIC in the right seat. Seating position in RV6s is also very limited in the vertical. If you pack cushions under yourself to improve your forward vision - then you have about 3/5th of 5/8ths of a mm between skull and Perspex. And this can become a worry in turbulence at RV6 cruise speeds. Most RV pilots seem to prefer more skull clearance to visibility over the panel. As someone who flys t/w RVs regularly from the right seat, I can vouch for the limited cross-cockpit visibility. I'm a convert to more cushions, at risk of head bruising. And, I insist on clean windscreens at all times, and, no clutter on top of the panel. Now, the RV taildraggers are far from the worst for forward visibility. Sit in a Cessna 180 or 185 one day, and you'll appreciate why they have such a fearsome record for loss-of-control. Let's reserve judgement on the actual cause of the accident until later. Leaving the scene is entirely another matter. happy days,
  4. 3 points
    wow so sad, sorry to hear that - must have been sorrow for all concerned, including the pilot of the warbird...a second or two earlier on the brakes and....different outcome aviation can be a cruel mistress, but then life in general is like that - if I hadn't taken the shortcut, or if I'd left home a minute earlier (or later) - all the same, really - when your time is up... BP
  5. 3 points
    I wouldn't criticise the accident itself but the flying off afterwards certainly raises the eyebrows!
  6. 2 points
    [quote name='rrogerramjet']Hi @Geoff13 The base requirements to commence instruction as someone who teaches others in GA are prety straighforward. I presume RA is same or similar. You're pointless personal barbs add nothing to a discussion about the general abilities of people to instruct. I certainly hope you are not one with such a blunt and derogatory attitude. I'd loathe to be a struggling student in your cockpit. Thanks anyway, Ramjet[/QUOTE] It wasn't meant to be a personal Barb. But if you took it as such I am sorry. I was merely pointing out that within RAA there is far more to becoming a CFI than a Cert 4. As it turns out you will never have to worry about being a struggling student in my cockpit because I am not an instructor. I did once consider becoming one purely to try and improve my own flying skills, but RAA instructor rating according to the Ops Manual is more directed at instructional techniques rather than flying training so I decided not to bother. For me personally becoming an instructor so that I can teach is a low priority as I fly for pleasure and worry that if I started to instruct it become another job to me.
  7. 2 points
    hey I fly a tail-dragger and I don't have any problem with vision during taxying...
  8. 2 points
    Roger, I'd suggest that you talk with several CFI's around our large country. Becoming a 'successful' instructor/SI or CFI has a lot less to do with passing Certificate IV or PMI, but more to do with being empathetic and perceptive with students. You also don't have to be Chuck Yeager insofar as aircraft handling is concerned - just steady and safe does the trick. Not meant as criticism btw. happy days,
  9. 2 points
    We used to dream about a drawing of a candle....
  10. 1 point
    I left Albury at Approx 800 hrs 22/2/18 and flew to Holbrook where I meet up with Ian Deely. After a few moments of plane rearranging at his hangar. We were on our way to Tumut . The weather was slightly overcast and nil wind. Our arrival into picturesque Tumut was without a doubt fantastic. On the ground we with a CFI Peter and 3 Tumut aero club members who offered us a cup of coffee and some educational snippets of the clubs past, a big thank you goes out to the Tumut club members for their hospitality. Ian had a Work engagement so approximately 10-30 we left the lovely air port of Tumut and flew over a large water reservoir and over Batlow returning to Holbrook and Albury. This was a morning trip as we had limited time , but I can tell you, even with limited time , a beautiful morning floating around in the air is better than working or Maintenance at home. We hope to do a few extra one day trips shortly. Happy aviating
  11. 1 point
    Hi BP, You could also try :- C H Smith Marine Arnold's Boat Shop I have sourced SS Marine grade D shackles from both these guys. I used shackles having a pin with a seizing hole so I could safety wire them. Good luck! Cheers Neil
  12. 1 point
    . Instruction... Some people might show a greater "aptitude" for it. but a lot can be taught about how to instruct. TRAINING is important in ALL parts of aviation. An instructor will learn fast in the early stages as the students will put the plane into situations the instructor never would. His standard of flying should always be upstream of "sound". Briefing in the air should be minimal It's not the best use of your money as you can't concentrate and you don't have the aids and whiteboard or charts there.. Talking someone through a particular sequence is not what I would call a briefing. Briefing before flight covers the skill and technique involved in the sequence in conjunction with a study guide or manual. The debriefing covers how it went and any questions the student may want to clarify and consolidate what happened.. Students are always different. The instructor has to vary the "way" the skill is imparted to the individual. The older way was to just do the more or less standard patter and keep things "by the book and simple" More ROTE learning than is optimum). Always a % were expected to fail. It's unlikely a low hours instructor will have developed the skills to do this effectively that is why he/she acts under the CFI significantly in the early stages of their instructional career.. Obviously a fair bit of psychological "nous" of handling people's idiosynchracies and preconceptions is an advantage. People are and always will be, complex creatures. Nev
  13. 1 point
    Cavitation is just the word they used, the result was an interruption of the correct air fuel ratio.
  14. 1 point
    These ones? AN115 CABLE SHACKLES from Aircraft Spruce Fisher used to use these but drilled out the thread and fitted with a clevis pin. Binks Marine - Ronstan Shackle,Bow,Pin 1/4 | Shackles, snap shackles, swivels | Other Yacht Fittings | Yacht Fittin Binks Marine - Ronstan Clevis Pin Stainless Steel 6.4mm x 19.4mm (RF264) | Hooks, pins & rings | Other Yacht Fittin
  15. 1 point
    Sounds like the owner is a follower of the London Slum Landlord, Peter Rachman Peter Rachman - Wikipedia
  16. 1 point
    H Hahaha, love that photo, kinda says it all! I remember the original add ages ago, thought at first sounded good but like they say if it sounds too good to be true then it probably is
  17. 1 point
    Wow that is amazing!! Makes my eyes water! As for not being able to see where you are going in an RV conventional u/c then you shouldn't be flying!
  18. 1 point
  19. 1 point
    Well you ARE meant to zig zag to make sure you don't miss seeing something you need to see.. Nev
  20. 1 point
    Physical fitness is one thing but mental problems, loneliness and the spartan, wearying life of living out of a caravan in the bush with no mains power, internet connection or town water have all been problems that previous caretakers have had to face here. The work duties may not be full time, but the owner requires their presence full time. With limited opportunities to get away from the situation and expensive options to get off the island and on to the mainland, we have had men lose heart pretty quickly here and stop looking after themselves in the way they should. The owner could easily have alleviated some of these problems by providing a demountable caretaker's cottage but unfortunately she is hell-bent on getting the maximum use out of an individual for the least cost before they walk.
  21. 1 point
    This who fly tail dragged know how much, or how little visibility they have. They should also taxi accordingly. My pet gripe was being guided at fly in by Marshall’s that work from directly ahead of the plane. At least most of the RVs can be swung around on one wheel to get a view ahead.
  22. 1 point
    Hey! I said I didn't have an encyclopedic knowledge. It's just that the fin shape is soooo de Haviland, and the picture you posted had a different one. Anyway, any small plane is a Cessna!
  23. 1 point
    I may be speaking too soon as I haven't been able to test, but I think I found my problem. I found a loose wire connector at one of the sensors near the flywheel. I tightened the crimp and it's now on solid. Rain has moved into my area so will have to test another day, but that loose wire seems consistent with my issue with the VDO Tacho. I spoke with someone at Jabiru about it, and they were very helpful. They stated that the unit itself is usually a solid one, and faults are usually found around the sensors, the tabs, or the sender unit. The Hobbs Meter LCD problem is well known to them, they pointed me to a company called Sgesco in Brisbane that you can send the VDO unit in and they will repair the LCD.
  24. 1 point
    My Shorai LiFe battery has been in a box under the house for the last four years awaiting the completion of DooMaw. Amazing battery - when I packed it up it was fully charged at 14.4V, I dug it out about a month ago because the engine is in now and I'm building the panel - and it's lost hardly any charge, it's still 14.2V. Treated like that, most lead-acid types would have reached the stage whether they might not take a charge again, at all.
  25. 1 point
    Ball Bay looks like a brilliant stopover for a few days - just found a lovely beach house with 4 bedrooms for $120 per night - I'll get in touch with Bob and will look closer at the house... thanks for your input guys BP
  26. 1 point
    Yes it was a good outcome for local flying.
  27. 1 point
    That was a good outcome. It's a nice and well maintained airstrip. I won't visit there unless invited or contact Bob for prior approval as do not wish to cause any inconvenience to him. He's a great guy and support local aviation 100% and more. Just my view on things. Cheers
  28. 1 point
    I have experience on many types GA and RAA with some hours in Foxbats ! The Foxbat is a very easy, stable and good performing aircraft ! It has a low stall speed and a reasonable cruise speed ! It is also part of the reason the high performance and low performance endorsement was replaced by type as the Foxbat easily fits in both categories ! It can easy handle various conditions that other aircraft are not so easy ! In my opinion a very easy aircraft to learn to fly or teach with and probably too easy ! I agree totally with pylon500 comments !
  29. 1 point
    Did the local mackay guys see the news story about ball bay private airstrip. Mackay council has given the owner permission for ten to twenty movements a day and some of the local are not happy campers.
  30. 1 point
    G'day and welcome Benawen Learning to fly is an awesome thing and I too have a passion for paddock flying, there is something nice about flying out of unprepared strips in a suitable plane! Don't ever think you will get out of the student phase though! The best mindset when flying is to always be willing to learn never start thinking you have finished learning and that, even if it doesn't make you a better pilot, will make you a better airman. Corny but true. If you are ever up towards YQDI just yell out, we try to be welcoming up here! Regards Sam
  31. 1 point
    I can tell you this much about life on the dairy farm. When other people put their rubbish bins out - we took 'em in!
  32. 1 point
    A guttering candle stub? - Luxury. We had a drawing of a candle, which all 24 of us had to share, and it didn't work after dark.
  33. 1 point
    Better do some more homework I think. RRAus Ops Manual is very clear on requirements for an Instructor, a Senior Instructor and then CFI. It is certainly niether a simple step nor a short step to become a CFI. Aand if you cant find those requirements yourself, then you probably dont meet the rquirements of an instructor let alone a CFI
  34. 1 point
    Just a small additional point to add... many aircraft are designed with a dihedral wing. The lift vector of each wing (L & R) is therefore slightly different, and becomes an additional consideration in a full-detail vector diagram of a banked turning aircraft. Skidding or slipping turns with a dihedral wing bring even more asymmetric forces into play. A mathematician’s picnic! Insane! For my sanity when low or in circuit, I prefer to only think about keeping the damn ball centred, and never forgetting the three S’s (speed, speed, and speed). Hit your correct speeds in coordinated flight, and avoid being a statistic - no vector diagrams required:unhappy composer:
  35. 1 point
    Maybe fourth or fifth time.....no one is discussing using LiPo batteries LiFe is whats being discussed In a group buy for minimal of five Units can get Earth X etx680 for something like $500 aud landed in australia Anyone interested?
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