Bosi72

Two captains, both accustomed to fly from the left seat. Engine failure memory checklist when they were endorsed for twins would save them: Mixture Up, Pitch Up, Power Up, Gear Up, Flaps Up, Identify, Verify, Feather.. Since no Mixture in ATR, Pitch Up would likely get them out of troubles.

Speculation was based on news article citing the Federal investigators. "...Federal investigators said the Cessna 210N aircraft collided with terrain and left a debris field scattered over a large distance...."

Do you have a Decathlon for sale ?

it also depends on time of the day. Early morning refuelling when the temperatures are lower should be more accurate than late afternoon when the tanks/pumps are warmer.

Trust >yourself< and your instructors when they tell you that you are ready. There are small differences when learning as an adult (30+) vs when you are teenager, therefore the lessons should be adjusted accordingly. Don't make big gaps between flights. At this stage choose either early morning or late afternoon flights when the weather is calm. Relax and enjoy learning.

Welcome to the forum! Trust yourself

Typo, should've said "blasted" only.. RFguy, assuming you used mineral oil (eg. red band) for the first 25hrs ?

Did you buy new pistons or cleaned existing? Last MR I personally cleaned piston grooves on 4 out of 6 cylinders that we pulled from o-300. It took me roughly half a day per piston to clean all sticked carbon using sandblaster and a pick tool to make it clean to the metal. No apprentice would clean that far. I would suspect if the ring isn't sitting perfectly in the groove, e.g. sitting on top of carbon residue, it wouldn't be sitting good on the cylinder wall neither?

haha thankfully Gmail is pretty efficient to filter Nigerian royalties and others

I recently started getting strange ads about funerals, cremations.. 🙂 I suspect visiting this and similar accidents-related forums, and knowing that our phones/computers send more data about our interests and habbits, that will trigger the algorithms and start showing the aforementioned ads. To fix this, you will need to clear the cache and cookies from your browser 🙂

woww.. A friendly suggestion, contact your flying instructor and revisit navigation topics. Good luck with organising the competition..

I was taught when flying Navs using "Watch-Map-Ground" technique to orientate charts in the direction of the flight. So, for example in screenshot below, if I'm coming from the North, I would rotate paper charts upside down, like in the screenshot below. Good thing in EFB, there is a button which enables "Free rotation" mode (red arrow pointed). In any case, the bearings, distances will remain unchanged.

Tonderburrine Rd 296M 11nm

Hickeys Falls 075M 9nm

Biddon Township - Tooraweenah 024M 9nm

The simpler way would be using EFB instead of Google. The example screenshot is below showing Bearing from Gilgandra to Tooraweenah 30deg Magnetic with distance of 20.9nm. To calculate aircraft Headings, you would need to know the wind direction/speed.

How do you measure bearings in Google Maps (unless you are referring to Google Earth which is in True degrees)? Regardless, I would use paper chart and a protractor, get bearing in True degrees to/from whatever point you choose, then subtract 11 to get Magnetic degrees.

I would say majority is using whatever gizmos they have and keep the (most likely expired) paper charts in a sealed bag. But the good news is to see people using gizmos to access these internet forums, upload photos etc, instead of, or in addition to, writing letters to flying magazines..

Which navigation gizmo thingy are you using?

Imagine every visitor to Avalon Airshow being asked to obtain ASIC/AVID before attending the airshow. And clearly there will be people wandering on the tarmac, entering aircrafts, etc... I don't expect the same even for the security as they will have their own "unique" cards/badges/hi-viz/etc...

No aircraft should be flown above Va (or Vb) in any turbulent weather.

Do we know pilot's experience, licences, etc ... In GA world a ferry pilot would have to be commercial, not sure how it works in RAA world? Very sad.

I did read both of your posts 3 times and still couldn't understand what was asked. >assuming neutral wind, you have a 72 >hour window, or an avg speed of 44 kmh. is neutral wind 0kmh or 44kmh? >and if you fly 6 hours per day, multiply >that number by 6 = 266kmh. (144kts TAS). I don't understand this calculation? does this mean if you fly 10 hours a day that number would be 440kmh (237 kts). If my post above isn't helping, please disregard.

Assuming the goal is to get to Perth in one day, flying at power/altitude/weight which produces the highest TAS will get you there sooner, but it may put stress on the engine. Don't know which aircrafts you are flying, but some POH's have "Power-Density Altitude-TAS", and "Power-Fuel Flow" charts. Bob Taits CPL Performance book provide some answers how to resolve these problems. Also allow time for refuelling, rest, etc.. Many people do it in two stages staying overnight in Forrest. The best way is to enter the route details into EFB, then analyse the results. Below is the extreme case scenario without stops, direct lines. Perth EOD today is 11:48UTC, subtract 10mins for landing time, and also departing early morning at BOD will give you another ~5 hours.

and fly within tolerances..