Benjamin Pitt

:confused: You should be able to train in a 152 for $200 an hour. I trained in a 172 in Caloundra for $265 during the stupidly high fuel prices a few years ago.

Why? Let me know if I'm way out of the ballpark :thumb_up:

No, because the lift produced by the wings is acting on the CofG. The tail has a huge arm acting on the CofG.

Gliding is very rewarding in the right conditions, but it's also by far the most time demanding given the reliance on teamwork to get things done. Everytime I try and return to it, I get too frustrated with how long it takes just to get into the air. Though I plan on taking a week of next month to get some more soaring flights in. Powered flight wins "bang for time" everytime. Plus it's far easier to take up passenger's, no need to stuff them around with waiting for hours.

No, you would be logging dual time, and the instructor logs PIC time.

Okay here is my theory as to why your airspeed "bumps" as you enter a thermal. We can all agree that a thermal can easily have air rising at 15 knot's or so. Rising air hits the surface's of the aircraft at a different angle of attack than before. But only one surface has an big effect on the attitude of the aircraft. The upward push effect on the horizontal stabiliser gives a nose down attitude allowing the pitot tube to accurately read the air speed over the aircrafts surface from the uprising air flow. It follows that when leaving a thermal the nose pitches up as the tail is hit with air flow going down, although again sometimes the airspeed indicator "bump" seems to be a drop? Perhaps the pitot tube does not register the downdraft, but simply the effect of losing the original updraft? Anyone else have similar thoughts? I have not noticed this effect in a helicopter which have much smaller rear horizontal stabilisers.

2 lessons a week? I do not agree at all, that is almost to the point of taking more time to get up to speed, you struggle to remember the correct checks, radio calls, fuel burn etc. I was doing 3x1 hour lessons a day for 5 days in row at the beggining of my training, that was information overload at times, but not too bad and you really got into a rythem. 2x1 hour lessons a day is closer to the mark with correct preparation I'd say.

:ah_oh: Bloody hell!

Sorry, I thought some suggested to land "as soon as possible" rather than "as soon as practical". edit - On the plus side Moy, you gained some experience with ASI issues and got it down safely. The very reason we log our hours, as a measurement of problems faced and dealt with.

I wouldn't land ASAP. What's wrong with the aircraft? Nothing really, so why land it in a hurry? After aviating and navigating, I'd communicate my situation to those in the area. If I could I'd also let someone on the ground know of my situation so that if I need assistance they can provide it too me.

Congrats Brett What's up next, confined area's? That's damn fun and amazing the spots you can fit a 22 in! Watch that hand coming off the collective when on the ground and at 100% RRPM though, I had that problem myself

They only test the urine for blood? Looks like I was wrong about that then. Bidgee, yep CASA do have a team that has done alchohol and drug testing around Australia, however private pilot's are highly unlikely to be tested, they seem to hit up the schools and commercial pilot's.

They have never had you pee in cup :confused:

Not sure if you misunderstood that the question was regarding class two medicals motzartmerv, but all CASA class one and two medicals require a urine sample for drugs. If you fail you get tested again, not sure what happens after that as I've never been concerned by it. Make sure you disclose any medication you are on. Simple answer is you either choose to fly, or do drugs, not both.

Is it lack of trust, or simply geographical reasons? There would be far more people in the local area with a common interest in the UK compared to Aus. I'd fly my own if I could afford it, but have to rent for now :(