ben87r

So after letting other things get in the way of my flying, after 14 months ive found the time and the all important $$$ to get back in the saddle. i had 4 hours in my logbook when i stopped but had flown around 10. I have flown 3 hours this week and seemed to slide back in the groove good enough. covered spins, stalls, engine faliours from various locations, forced landings as well as a bucket load of circuits. Got my pre area solo and radio out of the way and looking forward to where i go from here, back up for another hour tomorrow

See my old joint to!!! oh how i miss living that close to the RSL!!

So now im confused! this is all off the previous link, and says VNE is IAS Flight at airspeeds outside the envelope (or at inappropriate speeds in turbulent conditions, or when applying inappropriate control loads at high speed) is high risk and can lead to airframe failure. Vne is the IAS, specified by the designer, which should never be intentionally exceeded Vne for light aircraft is always specified as an indicated airspeed and marked as such on the ASI (the red line). For most ultralight aircraft, only one Vne is specified in the Pilot's Operating Handbook or aircraft flight manual and that value is probably conservative and applicable for operations below 10 000 feet amsl. However, some ultralight aircraft have a capability for achieving considerable altitude and the designers have felt it wise to limit maximum speed to a particular true air speed. For most recreational light aircraft only one Vne is specified in the Pilot's Operating Handbook or aircraft flight manual. That value is probably conservative and applicable for operations below 10 000 feet amsl. The designers of most piston-engined GA aircraft specify one fixed-value Vne for operations up to the service ceiling; that value is represented by the fixed red line on the ASI. However, a minority of GA aircraft have supplementary lower-value Vne for operations in altitude bands above a stated altitude — perhaps above 10 000 or 15 000 feet. This approach to Vne specification is common with sailplanes. A very few aircraft designers select a true air speed value as a limiting airspeed applicable from sea level. FAR Part 23.1545 © requires that "If Vne varies with altitude, there must be means to indicate to the pilot the appropriate limitations throughout the operating altitude range"

http://www.australianflying.com.au/news/aerosport-ng4/5-gets-local-distribution they have got them from $97k

Just got n email from Australian flying with this in it http://www.aerosport.com.au had a look and i was quite impressed seems to be Great specs for the price and love the look. so what do you guys think/know about them?

unfortunately not mate but im a fast learner, sounds like your on a good wicket mate enjoy it!

Jesus mate, does he need any more employee's, my old boss had a 94 single cab hilux!!

HA that's awesome, Wish i could take out the AG Pilot bit and put in plumber, carpenter, roofer ect and put it in the local paper

They way i look at it i could never afford a 3 year old c172 but can afford a j170/230 ect

Nong, interesting read, good to see how far we have come over the years and that we are learning from errors of years past. Do composite AC have fatigue issues as well?

In the fuel crisis in the 70s i think? my grandfather ran all our work Utes on avgas apparently he was one of the only ones that could keep his fleet running! might be a bit of a tall story but i know that for the most part it is true

pub,or snowboarding. both cost me more then flying each year so guess im stuck with flying!!!

Ben any result? will be looking at getting a 170 my self by the end of the year although a "pre loved"

does that mean i get to get rid of the misses and get myself a 20yr old cause it makes smart businesses sense!!

Well im not to sure yet will speak to my instructor, Was thinking GA but not to sure how to go about it as my school dosnt do GA flight instruction but are going to pass me on to complete my PPL when im up to it.Am i able to go to any school to just complete theory? Also i dont think i will do my PPL straight away so i would like to get the theory over and done with while its still fresh

So if i pick up tait's PPL, on top of what ive read i should be right? just a bit confused, My last FTO told be not to even Bother reading the BAK cause he said it was "to over the top", he thought that the flight training manual was enough, but, i went and bought the BAK anyways cause im not out there to ge a "good enough pilot"

Firstly sorry if this has already been covered, had a look but couldnt come up with much. So I've been doing a fair amount of study at home as I'm about to finish off my time in bulk this time as last time life got in the way and now 12mnts later i get to go back to it I've got 10 hrs up in a J120 (although I'm sure i will have to redo most of it) and have read the ATC flying manual and BAK, and i will be going on to do my PPL after my RA Cert, so basicly im not sure what else i have to study. Do i now read Bob Taits PPL book or is that the same as the BAK? Should i be reading any books on NAV, Flight Radio ect ect And if so what to you reccomend? I have also done a fair bit on the net but would rather read a book. I haven't had a chance to get down to my new school yet to have a chat but would like to keep on going and any thoughts/experiences would be great! Ben

So ive moved up to port douglas half way through my training and haven't been up for nearly 9 months so will have to back track a bit i recon a bit with my training and i will be looking for a new school. From what i can find the nearest schools are in innisfail and the only one i can find any info on is watsonfly. Basically im looking for any reports good or bad with them before i go and find out for myself. i will be doing the rest of my training in bulk so i could travel but would rather be close to home. so if anyone has used them any info would be great!:clap2:

hey mat congrats, Did you do all your training with watsonfly? ive just moved up to port douglas and have been looking at them to finish my training and want to know what they are like?

so has this been confermed as my CFI hasnt herd anything about this at all and neither has any one i fly with

yea from RA to GA sorry about that

Hi all , so as the title asks what is involved in converting from ga to ra I cant seem to get a straight answer out of any one on this and was wanting to start this year. i wanted to know what tests must be done and how many hours are needed to do this and aprox cost Any info would be great~!

HI Guys!! My name is ben and im just getting in to RA, spent a bit of time in GA but have now moved over! based in sydney and have just started flying jabiru's out of camden but flew a few cessna's a little while ago. am looking forward to RA as it will mean alot more time off the ground and less time working to be up there! well that's all from me just wanted to say hi!