spenaroo

yeah... but there is also the whole rule of, straight in approaches give way to aircraft in the circuit. I have zero helicopter experience, but seems like there was no circuit. I feel like time will be a factor, trying to get the quickest turnaround.

oh, and just for good measure there is a third pad, that is just above where the image in my previous post is cut off.

interesting to look at the location of the landing pads in that article, looks like the one climbing was from the water pad (inside the park gates), and the one landing heading to the pad marked in the car park (outside the park gates)? wonder if its possible there was confusion and the pilot on climb was expecting the one on descent to use the now vacated pad. I think we have all been on final and expected an aircraft to vacate or taxi across the runway before we land. or vice versa

Bingo, quick google - rego shown in crash removal photos is VH-XH9, Rego check shows it registered as a EC130. and the Wikipedia article on this type contains this "Dependent on customer demand and role, tactical instrumentation and equipment consoles may also be installed in the cockpit. Typically the cockpit is configured for single pilot operations, the pilot being seated on the left-hand side of the forward cabin to reduce the risk of passenger interference with the controls posed by a right-hand position"

wonder if they had a second pilot in the rh seat, I know the last time I was in a chopper on a tourist flight in Vanuatu, they were using the other front seat to train a new pilot. not pilot training, but the operator familiarizing with the area and flight details.

In answer to the original question. basically its a flight to ensure you are within standard and competent from walk around to shut down. I did mine 12 months ago and went like this: pre-flight, take-off, radio calls. climbing to a height to do stalls (doing the correct precautionary checks) into steep turns holding altitude and finishing at the correct heading. start heading back with an PFL performed at some point. once again making sure that you select an appropriate field, do the checks and importantly can make it - (apparently this is what causes the most failures on first try). then back into the circuit, with the correct join procedures. and do the different types of landing, flapless/half-flap/full-flap/glide. along with a 50ft pass. idea is that its to test competence, not looking for perfection but that its all done without the instructors input - they will be walking you through the order of tasks and what each step is. and my understanding is if you fail at one part of the flight. you can then come back and fix that part to pass, don't have to repeat the whole flight

that is the most self contradictory article I have read. sinking isnt minor damage, forced landing isn't plummeting

8mm is equal to 5/16 its the most common size fuel line used on motorcycles should be able to walk into a Bursons to get them. though these days everyone has swapped to the crimp style

https://www.skynews.com.au/australia-news/arrest-warrant-issued-for-outback-wrangler-reality-tv-star-matt-wright-over-northern-territory-helicopter-crash-that-killed-costar/news-story/709a475c1eb3a5c29d0928b1a3c0adc0?utm_source=newsshowcase&utm_medium=gnews&utm_campaign=CDAQy5_JlYCUl9UkGLyciP3V38HBlAEqEAgAKgcICjDNtZILMOT5pwM&utm_content=rundown&gaa_at=la&gaa_n=ATKjfPH0Yb3eQx4dRYiISeVRINFhVcXIcHgOPU3PHWtEc62DP7WBamgwJLICv0MQs_uSndNDS-WunQ%3D%3D&gaa_ts=63842e3d&gaa_sig=ypwS7DpPx0RH86A3VAXQL7ZKqqbjJ2E9_w5hkAr0g9I3fNm-Nygl_t4lQ2H7T8okBHkxIpiQnezncH4RVOtc8g%3D%3D sounds like a whole lot are going down in this. with no shortage of evidence Disconnecting hour meters and falsifying records when your flights involve people taking pictures and videos of everything is a dumb move. as is trying to get the pilot involved in the crash, to falsify records from his hospital bed. I imagine he was all too happy to tell the investigators everything probably recorded the calls

common saying we used to say with motorcycles is: there are those who have crashed, and those who haven't crashed yet. its just a matter of time Mistake are inevitable, all we can do is reduce the risk with the variables we control. some would say with that many hours he was overdue an incident - he just never got the chance to fix this one we all have heard the old saying, Pilots learn from others mistakes, as they might not get to learn from their own.

Always disliked that in the Jab, felt like there was too much movement between controls - glad I never short fielded it. with dumping flaps on touchdown and applying brakes. there is a lot going on in a small area in the center. especially when you consider the trim is there too. almost guaranteed the hands are getting crossed over at some point. the manual flaps on the roof of the Vixxen was a revelation. as was the trim setting next to the throttle. and the LHS throttle of the champ even nicer

well if its a first solo - isn't the instructor still technically the pilot in command? remember hearing something like this when filling out my logbook after first solo

from one of tapped calls to his wife. "no one is going to jail ... we say 'alright we've been naughty boys',"

Thats all well and good, but its not reflected in current expectations. It used to be that if someone did something stupid it was their own fault. now its, if someone does something stupid why were they allowed to, why wasn't there signs/warning/safety ofiicers. Death is not accepted in our society, any time there is a death its investigated, current safety systems checked. looking at if it could have been prevented. We don't have personal responsibility anymore - everyone is a victim and wants someone or something to blame. and this is the result. more regulation I give you the example of the young woman who stepped in front of the rollercoaster at the Melbourne show. she had a history of poor choices, armed robbery, a recovering ice addict who had just learnt to walk again after flipping her car on a freeway speeding while high.... who had gone against the instruction of ride operators to recover her phone. but all that was in the media was poor victim, were the fences high enough, was the ride un-safe?

I use the PlayStation system with Ace Combat. obviously more arcade then realism. But its pretty fun. and cool to have the head tracking when dogfighting

Heat exchangers are great until a coolant component fails. its both a selling point of Seadoo, and a reason to avoid them. there is a reason all of my Jet-ski's are strictly fresh water use only.

100% agree age is a number, and in an ideal world everything is on a case by case basis. but looking at some of the history of the accidents prior to this one baffles me. so many exemptions with experimental or limited registration. (my understanding is a lot of this is to do with volunteers maintaining the aircraft, and not meeting current standards) taking passengers for "donations" - I get it as being a necessary funding activity, but its pretty hard to argue this isn't a commercial operation The self inspection blows my mind. (or in the case of nine-o-nine, the fact the person assigned to oversee safety compliance had passed away two years earlier) I get it, everyone wants to see them keep flying, I want to see them keep flying. and there is an enormous pressure felt by these organizations to do so - probably too much Its a hard conversation to have, but maybe its time to have a look and bring the standards back in line with the rest of aviation. make sure that we aren't going to destroy the thing we love. It will cause some of these birds are grounded due to costs - which is sad but I think we have been really lucky not to have collateral damage. and I think if/when it happens there will be plenty of public outcry and pressure that could ground far more - the TBM beach pilot was meters away from being seen as a murderer instead of the hero - (another sad case of continuously poor decisions made, I'd argue due to pressure to show the aircraft) can you imagine the reaction if the B17 wasn't just crew, but had been on its normal passenger for donation flights it was offering.

not to mention they are well passed their intended lifespan. they were only meant to last for a few hundred hours. its such a great achievement to see them still airworthy

Cant edit my post. but thought this quote was pretty fitting with my thoughts on the pressure of money influencing choices on who flies Gordon Cooper: You know what makes this bird go up? FUNDING makes this bird go up.

Yep, Nine-O-Nine and the Collings foundation my understanding is it was a case of the old boys club self certifying each other. resulting with the FAA pulling the authority to carry passengers. along with fining the them for charging for flight training in the P51 they operated. - which breached its registration conditions I am sure the majority are doing the right thing. and know a lot of the privately owned aircraft use recently retired fighter pilots etc.. But with some of these organizations there is definitely power games. no one wants to tell large majority donors they cant do it anymore, or bump off the seniority built in the organization. we have all been in volunteer organizations that fall victim to power games - this gives an easy out. Imagine the fallout from demoting the chief pilot, to co-pilot status. sure there's average pilots everywhere - but you have to admit there is no shortage of highly skilled pilots that can take over either we would all like to think they were flown by Yeager or Hoover, but even they stopped flying in old age. admittedly they held out a bit longer.

don't want to be age'ist.... but I think its time to look at the age of these pilots. a lot of these pilots are in their 70's flying high performance aircraft in an increased danger environment. maybe its time to say display flights are to be done by pilots that meet a commercial qualifications (which immediately excludes anyone over 65) especially with passenger flights.

My cockatiel certainly cant, she never has mastered the art of landing, or avoiding walls

I'm Lucky, was having this chat with my instructor @ Adelaide Biplanes. they recently picked up a VH registered champ, with long range tank. They already had an RAA registered champ I'm currently using to get my tailwheel endorsement. being the same aircraft the conversion to RPL from RPC should be easy, they recommended doing it when I'm ready for Nav. so the 5 hour time becomes Nav flights - as ill already be familiar with the aircraft

don't forget the standards of the operators. which is I think the biggest difference. I don't think any of us would refuse to fly an L-39, or any local maintained MIG or AN-2. interesting to see the different perception of Tupolev vs Antonov. both came out of soviet engineering. one just has a different flag painted on it since the 90's lets not forget that most of the current commercial rocket motors are based on soviet designs. at one point NASA was getting the RD-180 direct from Russia

going of those statistics, time to swap to Tupolev 32 Airbuses crashed since 2000 https://www.1001crash.com/index-page-plane_database-lg-2-aviation-airbus-plane-accident-aeronautical-history.html 101 Boeings https://www.1001crash.com/transport-page-plane_database-lg-2-aviation-boeing-plane-accident-aeronautical-history.html