naremman

Learning to fly with the Narrogin Flying Club in the first half of the 1970's meant that we had access to both a Tiger and Chippie, with the CFI being ex Army with C180 and Porter experience who, loved his tailwheel endorsements. It was his suggestion that we gain an endorsement initially on the Chippie, and then progress onto the Tiger. Sound advice, and I appreciated the high level of instruction, and despite a few minor instances of directional waywardness managed to not have the tail pass the front end. Not long after gaining my endorsements I dropped into Narrogin to find one of my mates pre flighting the Tiger, and had an invitation to join him in a circuit. After I had strapped myself into the front seat, before he swung the prop the CFI wordlessly reached in and pulled the joystick out. I thought that was a bit unusual seeing that I was an endorsed pilot, but refrained from comment. All went well on the circuit until short final until I started to notice some aggressive rudder work, a delayed flare which then ballooned, more rudder oscillations, a thumping first touchdown followed by a sequence of bounces, thankfully getting smaller, and exploring some of the lateral dimensions of the runway before the Tiger finally came to rest! After shut down I unstrapped myself and thanked my mate for the interesting flight. I was somewhat stunned with his response: "that was quite a good landing, I ground looped the previous two landings'!! I walked away thinking that between my mate and the CFI I had some really good friends. The Airtourer all of a sudden looked far more appealing. In its time at Narrogin VH-CKF had been modified to be fitted with brakes and castoring tailwheel, and with the runway surface being ball bearing gravel runway excursions were quite common. Following its time at Narrogin it become the loved aircraft of Reg and Shirley Adkins, before joining the ranks at the Royal Aero Club of WA, and benefitted from some of Glen Caples's good work. Fittingly a few years ago it was named the "Shirley Adkins", so she had the pleasure of observing her old pristine Tiger on the line at RACWA before she passed away earlier this year.

Flying in the WA Wheatbelt in summer provides no shortage of exposure (pun intended ) to this issue. If the strip is long enough, or the trees far enough away getting airborne does not present a problem, though the VSI does little to excite. It is usually oil temperature that can come into play pretty quickly. Though the first Mooney 201 that landed in Narrogin in February 1976 did not make the back track to the end of the runway from a heat soaked start before the oil temp red lined. Narrogin FC fitted a second ducted oil cooler to their early Warriors enable safe summer operations. The C150s mustering up in the pastoral country tried a number of mods to try and keep the oil temp sub 108 degrees. After 40 years of flying an Airtourer 100 one approaches summer flying carefully. Density height really does become an issue at times, and the P charts in the Flight Manual does reflect this. On our first trip East with the Airtourer we took off from Forrest at gross weight with an air temp of 42 degrees, and at about 1500 ft AGL the oil temp required close attention. We eventually attained 5500' by riding the thermals at full power and cruise power when the air had no lift. One eye on the oil temp and the other covering the airspeed and VSI. The most severe condition I experienced was when we were going East in our C172M and got into the circuit area at Caiguna and the OAT indicated 42 degrees. The ground temp was horrendous. The bloke at the roadhouse said that he was selling more litres of cool drink that fuel!! The good old Cessna come off the deck steadily and whilst the initial climb was not startling, as the temperature wound back with height it all got a bit more comfortable until we made 9500' with an OAT of 12 degrees. It certainly was one trip across the Bight when we did not want to see the cliffs low down. The effects of heat are not confined to small aircraft. The sight that still haunts me is observing a RFDS PC-12 taking off from a Wheatbelt airstrip renown for being a bit tight. It was 8 oclock on a balmy March evening, dead calm, still 32 degrees with a QNH of 1004. That Pilatus chewed up all the lit airstrip and faced the trees, and I don't know much it cleared them by, but I was mightily pleased it did not connect.

Can recall some great tales that John O"Halloran would tell of his time at ARDU, when they had a C-47 which was based at Edinburgh to fly support. The RHS was filled from an newly graduated pilot from Pearce who had CT4 and Machi time, and faced the transition to ME and tailwheel concurrently. In the gods were kind a FAC Winjeel could be cycled through ARDU to help the transition, if not straight to the Dakota. In a far from kind gesture the first session of circuits was often scheduled for late on a Friday afternoon once the Mess bar was open, with a critical audience to appraise the new pilot's progress!! John did state that despite the brutal adjustments required to attain proficiency, just about every pilot that survived the experience valued the experience, and usually made good progress through the RAAF.

Ah Nev, now you have got me invoking memories of the nearly forgotten art of streamer cutting competitions. RACWA used to host some pretty hotly contested streamer cutting events over the years, with some pretty proficient pilots. The C150/152 Aerobats used to get quite a tweaking, with flicking out of a turn a not uncommon occurrence. A Tiger in the right hands held no peer. The Airtourer was competitive if you could overcome having to open the canopy. The Fuji was the equivalent to heading to the gym for a good weights workout! Choice of dunny rolls was a critical decision. The 1000 sheet single ply, as used in a lot of public conveniences was the universal first choice, and RACWA's purchase of a carton on Green Seal was a once only occurrence. Have not tried the <200 sheet China made contemporary rolls yet, but would not do so with confidence!! We found that if we unwound about 2-3 feet at the end before tossing them out that they unravelled well. We learnt that cutting with the prop, or too low down on the streamer ended up with a fluff ball, something to be avoided. Cutting with the wing about six feet out from the fuse was the best, and if everything was going well it was only a few feet off the top of the streamer. One important consideration is that if there is any possibility of foreign material around the cowl is to be careful about applying carby heat if you have choice, and the Tiger and Chippie pilots used to get very wary. Immediate post shut down checks had the cowls open and pulling out any accumulated paper away from pots and oil coolers. It is a pity that streamer cutting has become not too common. It was great for developing flying skills, understanding an aircraft, and the odd instance of some unscripted recovery techniques. Scattering pieces of dunny paper, especially in built up areas is not received well these days, thought there are some great stories of just where some of that paper ended up!

Firstly, I reckon there is no universal formula for perfect touchdowns! We are all individuals, who are influenced by either instructors or observing other pilots, who ultimately adopt approaches that we feel comfortable and hopefully confident in, and operate safely in where we choose to fly. I learnt to fly in a variety of Cessnas over forty years ago, and at the time of acquiring a PPL felt quite comfortable in hacking the old Wichita product around the sky. The next 100 hours challenged the reality and belted the ego. Firstly I expressed interest in an Airtourer 100 that was being sold on very attractive terms by a local pilot. A couple of hours of mutual flying with me in the RHS, throttle and stick familiar with what I was used to, developed a "love at first sight" scenario with the Airtourer. In those days we required specific endorsements on every type we flew, so the following endorsement procedure with an instructor, and this time in the LHS was liking running into the brick wall. 3 hours to feel competent, and 20 hours before I was starting to feel at least a little confident. An aerobatic rating with John Douglas at the Royal Aero Club of WA accelerated the learning curve very sharply. Following the purchase of the Airtourer I then started training for what was then a Class 4 Instrument rating, now known as a NVFR. If ever you are gonna learn, it is about now. No external reference, look at the flarepath and when it starts to flatten out progressive backstick is a good idea. I reckon the best landings I have ever done have been at night, because when you get it right you really get it right. The next endorsement I sought was in a PA28-235. This would give me a CSU endorsement as well as all the Cherokees up to the 235. The first circuit had me pull out a standard Cessna approach and flare which had the Cherokee stop flying about 15' above the deck, and had booth the instructor and I check whether our teeth fillings were still in place. "For God's sake fly it like your Airtourer" intoned the instructor. Over the next month I acquired both Chippie and Tiger Moth endorsements which both considerably expanded the experience envelope. I was sure glad to have the Airtourer experience with stick in the right hand! Flying both aircraft for about $30 dual was far from a bad proposition! The 65 hours to acquire a PPL was a great experience. The following 150 hours was where the real learning took place. For 32 years I owned and flew both the Airtourer and a Cessna 172. Both were so markedly different that transitioning from one to the other was never a problem. I could sit either seat in each of them and never be phased. I had much joy in 2012 when a 48 year old Airtourer and its 58 year old pilot entered the WA Light Aircraft Championship and cleaned up the Spot Landing competition. Lobbing into the spot can be a brutal affair, with accuracy prevailing over comfort! Most of my flying has been done operating off short farm strips. Attention to airspeed on approach is vital, the speed over the fence is critical. Kinetic energy works at the speed squared!! That extra 5-10 knots is a lot of energy that has to be washed off, which turns to runway behind you, and is one of the most useless commodities known to pilots. Mushy elevators and saggy ailerons are sometimes not bad things. The above comments are proffered by a pilot of 42 years who still has the same number of landings as take offs, and long may it continue!

Done. Would be pleasing to think what we do willingly in memory of Pud in a small way might limit the numbers who would experience a similar journey.

Happy to go with you on the display qualities of the Harvard Nev. Had the good fortune to see Neil Williams give an aerobatic display with a Harvard at The Shuttleworth Collection in 1976 that I considered peerless in absolute grace, with one flowing manoeuvre seamlessly evolving into the next. Interestingly despite a few runs down the runway at zot feet, not once in the looping plane was the nose pointed at the ground. Whilst the whole display was spectacular, the safety element was a considered zenith of the whole exercise. Neil by that stage had enough frights and scrapes to value not only his own skin, but also those below him. How sad to loose him only a year later, and the aircraft was a long way from an aerobatic plane. In contrast to Neil's display the Rothmans Aerobatic Team with four Pitts followed with a stream take off. The first three alighted in conventional fashion, but the fourth, with a teenage pilot rolled to the inverted pretty well as soon as the wheels left the ground. On achieving the inverted position came the realization that there was not enough rudder authority to maintain runway heading. The memory of that inverted, yawing Pitts clearing the crowd by a just few feet still makes me shudder nearly forty years on. That pilot did not live much longer than Neil, never to make old bones. We all love to see aircraft being displayed well, sometimes to the limit of their capabilities, but we don't like losing our own kind. My flying instructor of old introduced me very early on to the saying: "safety is no accident".

Thanks Pud for the experiences and perspectives that you have shared with us over the years, with that great sense of humour clearly evident. You have enriched our lives. Though we have never met we have shared the same airspace, have mutual friends, had a common involvement in WA St John Ambulance and both had a love of life in the Western Australian Wheatbelt. In the days ahead I wish you an abundance of Love, great measure of care, and where possible laughter. Travel well Pud.

Spot on comments. Some of my most memorable flights have been at night. Night flying also carries risks and exposure to potential risks that any night flying pilot needs to be made aware of right from the start, and as training progresses competence and confidence needs to be acquired before you are let loose on your own. Sadly, the ATSB files contain too many examples of adverse outcomes. An investment in the highest level of instruction possible should be an absolute priority. Most of my training and flying occurred in the WA Wheatbelt, so take offs were invariably into a" black hole", and on a moonless night it was just black, black ......... I have always had reservations of night ratings being acquired where there is extensive ground lighting. I recall the comment of my Instructor when I started my night training, for what was then a Class 4 Instrument Rating, rather than a NVFR: "A Class 4 Instrument Rating is not an Instrument Rating, but in order to achieve it you have to display a high level of proficiency of flying on instruments". The skills and knowledge I have developed through night flying have served my overall flying experiences in a very beneficial manner. Have fun flying after the sun has gone down!

Good response flyerme. Appreciated. Riley, you may be right. Three callouts for the weekend, plus a morning providing ambulance cover for a Polo X comp. But I would never consider living anywhere but in a small country community.

At the risk of being called a party pooper, I can't elicit a laugh at the above. At a time when we are about to have a focus on mental health, I can see little benefit from attempted jokes like this when self inflicted harm impacts so severely on our society. As a vollie Ambulance Officer in the bush I have attended both attempted, and completed suicides, and they are not something I would have knowingly put on life's agenda, nor found in the slightest bit funny. flyerme, give us a joke that we can all laugh to loudly, yet be respectful of all elements of society, and I will be the first to applaud you.

A week ago I fronted for my seventeenth B/AFR since the concept was introduced in 1982, with the promise of: "this is not a test, it is a review which will enhance aviation safety". Yes, well!! The days of turning up and convincing a senior instructor that you possessed an acceptable level of flying proficiency, and was a safe bet to have your Logbook stamped and be let loose for another two years would appear to be over. I did manage to enjoy the hours flying on a glorious Spring day, departing Jandakot heading over to Rottnest Island for initially some upper air work, the inevitable PFL followed by a couple of touch and goes at RTI. It was then don the foggles for 15 minutes of IF work on the way back to Jandakot. The young instructor was thorough, professional and gave me every opportunity for any strengths or weaknesses to become evident. The 37 year old Warrior with 12000+ hours on the airframe was a few years in excess of the pilot, and by memory the last time I flew a PA-28 was over thirty years ago!! Whilst the flying was enjoyable the total of over three hours dealing with the paperwork which sandwiched the aviation component was not quite so enjoyable. When I entered the flying school I was greeted by the CFI and informed that I was their first AFR post the introduction of Part 61 on Sept 1st. Following a request for my Pilot's Licence I handed over the green cardboard bound licence stamped Department of Civil Aviation, issued 41 years ago. "Now this could make things really interesting" stated the CFI, in a tone that sounded a bit too ominous. However the CFI took the chance to show the instructor who was to fly with me some of the interesting features within my licence: the RPPL with the "Restriction Lifted" stamp; the individual aircraft endorsements that preceded the block endorsement; the Class Four Instrument Rating, renewable every six months before it was endorsed "valid while Licence is valid", and morphed into Night VFR; the tailwheel, retractable and CSU endorsements; not to mention the Flight Radiotelephone Operator Licence (now stamped Obsolete). Following the flight component I was informed that stamping the Logbook as no longer the way to go, and we looked at multitudinous sheets of paper to all be filled in and submitted to CASA!! If the paperwork was filled in correctly I would end up with a new licence. But if I wanted any ratings or endorsements included they would have to be substantiated. Luckily my old licence held four of the six ratings I wanted retained, and looking through my two Logbooks I was able to locate both my aerobatic and formation endorsements. The office copier got a workout and the accumulation of paper was getting thicker. Spinning was the only hurdle we faced to substantiate. Despite endorsements on Airtourer, Tiger Moth and Chipmunk, as well as an aerobatic rating there was nothing in either my Logbooks or licence that detailed spin recovery. My licence had provision for "Spin recovery" in the endorsements section, but had been ruled out. The paperwork has been forwarded to CASA, and we shall be interested to see if anything comes back. In the meantime I have a handwritten notation in a spare Remarks page of my licence that I have a Flight Review valid to the end of September 2016, so maybe I am safe to commit aviation for the next two years. I am one of those "Altitude affects Attitude" pilots, so three hours of paperwork against one hour of flying was not enhancing my disposition. As I departed I reflected that my wallet was nearly $500 lighter for a Flight Review, and I paid just less than $800 to get my Restricted PPL. I still love my flying just as much today as when I started, but rejoice that the bulk of my flying occurred when there were less impediments and expense to get into the air. My aim is to celebrate 50 years flying in 2023, so could the next nine years be straight forward and mundane in matters aviation, please?

G'day Ayavner. Whilst I wish you well in you pursuit of a Class 2 Medical, rather than comment on your individual case I would prefer to make some more general comments. I see maintaining a Class 2 Medical not as an imposition, but rather an investment in my own health. With the mean age of those engaging in aviation seemingly acquiring more maturity every year, we seem to be forever managing imperfect bodies. North of 50 and all of a sudden hypertension, blood sugar levels, respiratory effectiveness, gunk in our blood, creaking joints, mass acquisition, astray hormones, sight degradation, auditory efficiency and the incipient stages of old timers disease can come to us either individually, or more worryingly, cumulatively. I have been lucky, that despite living in a small Wheatbelt country town where you would anticipate not having the best medical facilities, I have had the same brilliant GP for the past 14 years, supplemented by a DAME who visits the practice every six weeks. for about the same period. My medical about 12 years had an issue cross the line, and we worked to get the issue resolved to the point where my medical was reissued after 3 months. Problem identified, and managed and no issues subsequently. I will live with the issue for the rest of my days, but it is monitored regularly, medication adjusted where necessary and as they saying goes: "I will be fine while I take the medication". The three of us work together to the benefit of my health. The GP once advocated a new medication, and after talking with the DAME I informed the GP: "your proposal was discussed and put to the vote, and it was two votes to one, with you being the one." Luckily the GP and I are good mates. I underwent a steep learning curve when I trained as an Advanced Ambulance Care Volunteer Ambulance Officer with St John Ambulance WA. Then I learned a lot more about monitoring the body's vital signs. These days the average person can set themselves up with a digital blood pressure machine, blood sugar level tester and pulse oximeter for $3-500. At the beginning of the week in about five minutes I can record blood pressure, blood sugar level and oxygen saturation and have it noted in my diary. This data gives me good feedback on how I am travelling, but importantly I can supply the data to my health professionals to assess. You then have the means of being a good advocate for your own health. Ambulance skills are not necessary, anybody can easily learn these simple skills and use them effectively. This week I fronted my DAME six weeks post a total hip replacement to have my pilot medical revalidated. All went well so I am fit to commit aviation again. The biggest pain was spending a heap of time on CASA's website finding the relevant regulations to deal with the issue. 30 days to notify either your DAME or CASA, at pain of 50 penalty points, or whatever the currency is these days! Hang in Ayavner, the road from Earth Angel to Angel Flight pilot will have the occasional pothole. I have found in matters medical, you can forget the watch, but sometimes a calendar can be useful!

Ten minutes into a Jab transition and you will probably be thinking that the Foxbat has spoiled you rotten. Both are good airframes, with their own strengths, but the Foxbat I found to be a pilots indulgence. I did a GA to RAA endorsement a few years ago, and doing the Jab first was not too daunting following 35 years of Airtourer ownership. It was what my daughter had trained on and I thought it was good for that purpose. The Foxbat was just outright fun. Most amount of enjoyment out of any aircraft that I have flown, right way up. Good to see you back in the air. Enjoy every minute.

The late Geoff Oliver built VH-MGO when he was a traffic policeman based at Kellerberrin, WA in the early 1970's. It had the same engine as my Airtourer, but was a good 30 Knots quicker in cruise. Departure out of Kellerberrin was always interesting when visiting Wally Thomson for maintenance. If it wasn't Geoff in the Tailwind wanting to get friendly once airborne it was Wally Mather in a Thorpe T18. Once Geoff had retired from Mr Plod duties he used to do some work with Northam Air Services, and Geoff was no small man and together, with tollboxes and swag had the main gear fair splayed when he was off on a station run. That main gear always looked a bit spindly but I think despite the challenges that Geoff threw its way seemed to hold up pretty well. The last I saw of MGO was suspended in Graeme King's hangar in Northam. I do have one memory that endures of Geoff and the Tailwind. In the late 1960's the late Robert Holmes a Court was a part owner of my Airtourer and used it to venture down to Albany when he had an interest in the Albany Woollen Mills. In 1991 I was approached to take Paul Holmes a Court for a fly at Northam, as the family had a photo of Janet Holmes a Court sitting in the Airtourer when she was pregnant with Paul. Assuming my most responsible behaviour, attempting to be hyper vigilant, with Holmes a Court the youngest aboard we launched off out of Northam with all the enthusiasm that an Airtourer 100 can muster with two big blokes on board. At 200' agl a yellow streak arrived and parked on my right wingtip. Of all times for Geoff to be friendly!!!! All my attempts to not harm my passenger faced a potential compromise. Without trying to draw the attention of Paul I was discreetly signalling Geoff to "P1$$ off" and leave us alone. All to no avail, and the yellow Tailwind remaining firmly on station on my right wingtip for the duration of the flight, until late final. By the time I had concluded things with Paul, and set off seeking Geoff to thank him for his close friendship, he had been appraised of the situation and had long since decamped! Geoff and that Tailwind were consistent attendees at ULAA/SAAA functions, or any other chance for pilots to get together, and both pilot and aircraft were not lacking in character. The aircraft certainly was a performer, as it would be quicker in cruise than a J230 with nominally 20 horses less, and would probably be the better legal load carrier.

"Flight of the Mew Gull" by Alex Henshaw gets a top rating for an inspirational read. From winning the King's Cup in his Mew Gull, the same aircraft was modified as a long distance single seater , which in 1939 shattered all existing records for an England to Cape Town and return flight. The outward flight was just on two days, an overnight sleep in Cape Town and straight back to the UK to complete the epic journey in just on four days. All on a 200 hp engine, no radio navigation aids, and whilst the instruments were good for the time by todays standards would be considered basic. The book is still available. Alex also has another book detailing his job during the Second World War test flying Spitfires which is on the to read list.

Reminds me of a sticker that used to be in the Club Rooms of the Northam Aero Club: My Mother in Law is a TEST PILOT......... in a broom factory!!

Let us just say that a floatplane took to the air and there was no water under the floats in the middle of a Jandakot runway.

Listen to Poteroo, he is one bloke well qualified to expound on the subject. In my opinion: C172 is the baseline, and only when there are compelling reasons as to whether you consider a C 182 for you to choose to step up, unless you consider $$$$ are no consideration at all. For those of us who operate in the bush, look at a 200 litre drum of Avgas. Six hours in a C172, a bit over four hours in a C182, and the small speed advantage of the 182 ain't gonna put you in front. Not too many years ago there was a well renown vet operating in the Kimberly area of WA area whose chosen stead was the C172. He reasoned that it was a far more reliable and economical unit operating into station strips than some of the more advanced Cessnas, remote from maintenance. He flew year round, and if you want turbulence there is no better starting point. I have to declare a bias. I learnt to fly on a 172D, completed my Navs and NVFR on a C172M and have just concluded 32 years ownership in a 172M. Loved the wing and handling characteristics of the D, but the cruising ability of the M made it so much of a better proposition. Keeping weight out of an airframe as it evolves always seems to a challenge that is constantly lost. 900 lbs useful load in the M was always tidy, 600 lbs after full fuel. Full tanks was good for about 525 Nm, and after the few occasions that I used that capability the comfort factor had been compromised. I have enough C180/182 time logged to know how few the times are when the extra capability has really made a difference. We used to flight plan our M at 105 Knots with a load at 32 lpm and were never short changed. With a bit of altitude and two up we could TAS at 110 or better. The 40 degrees flap extension had more benefits than downsides. The last ten degrees went down when you were confident that you had the approached nailed and a go around was not being anticipated. Great for getting into a 400 metre one way strip in front of my house. Sadly my involvement in the good old Cessna came to an end when we looked at a 40 year old airframe, with SIDS looming, engine overhaul and the use by date of that horrible acrylic paint all coming together. The purchaser may well consider that he has a cheap aeroplane, I have a sneaking suspicion that he walked into an expensive proposition.

Without making light of the feat I would have my doubts that any insurance company was involved with the activity! Can't lay claim to original thought though, as some of the footage of the first attempts at naval aviation had aircraft taking off from a platform on a gun turret on battleships. From Captain Eric "Winkle" Brown's book, "Wings of the Weird & Wonderful": "Perhaps an indication of this can be given if I tell you that I landed the Storch on the aft lift of the aircraft carrier H.M.S. Triumph on 28th May 1946, and it never ran off the lift, so that the flight crew just folded its wings there and then and struck the aircraft down into the hangar without moving it an inch". Cheyenne, you obviously have more confidence in the regulatory powers of CASA than a few of us have observed. About a decade ago an intrepid Ag Operator performed a feat at Jandakot for which CASA have been unable to land a significant blow!

A discussion on spinning certainly draws a multitude of opinions. For those inclined for some interesting reading put "Airtourer spin" into Google and feast on the information of the three articles from the "Airtourer Newsletter", particularly the two authored by John O'Halloran. One is a general article on spinning, and the other spinning as it relates to the Airtourer and CT4. John purchased his Airtourer in the mid 80's when he was a RAAF Test Pilot assigned to ARDU at Edinburgh. He was then "forced" to a FA18 squadron, and from there moved to Cathay Pacific as their Test Pilot. I had the good fortune to be instructed by an ex Army pilot in the early 1970s and once I had my PPL he moved me onto the Tiger Moth and Chipmunk, and did not stint on the stalling and spinning characteristics of either. I had purchased a Victa Airtourer and gained my aerobatic rating with John Douglas so I was incredibly fortunate to have been instructed and gained access to the top echelon of flying instructors. 40 years ago gaining access to appropriate aircraft and knowledgeable instructors was a lot easier than in todays environment. I think I had to pay $10 an hour for JD and the lovely red 80/87 Avgas was going into the aircraft at around 30 cents a litre! Whilst I am happy to have the spin training, that training and my aerobatic time have the principle benefit of me being more aware of when an aircraft is approaching aerodynamic distress, and do something before I have to use my spin recovery skills. Of the five aircraft that I have flown and spun intentionally the Tiger Moth heads my list as the one I preferred spinning. To me the Tiger spin is the textbook in action. The incipient spin in the Airtourer is classic, and the falling leaf is great, though the altimeter seems to go backwards pretty fast. As John O"Halloran clearly states, all aircraft possess different handling characteristics but the recovery technique is almost usually universal. One book I really enjoyed reading was "A Flying Career" by Ron East. Those of us in WA knew Ron as a great Examiner of Airmen initially with the Department of Civil Aviation, and then the many subsequent name changes and diminution. Ron as an Englishman had joined the RAF at the onset of WW2, and for most of the war was only let loose on aircraft painted yellow. His instructional career continued after the war and he saw the introduction of the Chipmunk to replace his much loved Tiger Moths. With defence cutbacks Ron become a 10 pound Pom and instructed at RVAC before taking on the CFI job at LVAC. His arrival in Aus was at about the time that the Chipmunk was being introduced into the aero club scene and there were a number of spinning related fatalities. From reading Ron's book I formed the understanding the theories and opinions of spinning the Chippie were remarkably varied and sometimes expressed robustly! Probably not much has changed. It might be time to seek DJP's knowledge as I recall some US stats from a few years ago of the high proportion of those involved in spinning incidents actually being rated for spins. The two fatal spin accidents I am aware of in WA were both well credentialed aerobatic pilots, one a respected CFI, flying aerobatic aircraft who had the ground intervene all too suddenly. Personally I am glad that I have had spinning included in my flying experience, albeit well instructed, in the right aircraft and always with at least my 3000 feet insurance policy.

Put "Junkers watches" into a search engine and see what the possibilities are. Pricey, but interesting.

Sound and commedable comments Pete. When we all get onto the same page of the safety manual we improve the chances of a safe outcome. One of the first comments my CFI made to me when I started flying was: "safety is no accident". Whilst I raise Narrogin as an example, it would not be unique in Australia with its mix of operations. Permanent glider and power operations, with a good numbers of aircraft coming through on navs, and throw a RFDS PC-12 in for good measure, it is always a challenge for all aspects to operate harmoniously. Given the extensive activity of the RFDS in country WA, when one is flying near an airstrip of a town with a hospital you have to be always mindful of having a PC-12 in the circuit at anytime. The airmanship of the RFDS pilots is exceptional, but in return they deserve out respect and support.

I reckon that the incident that Saphire was referring to with the RFDS pilot would have had a fair probability of occurring at Narrogin. Did a fair bit of flying there years ago and communication between power and glider components was at the bottom end of the spectrum, and respect was at the nadir. Can remember doing some circuits in a Tiger Moth at Narrogin and was confronted with a glider thermaling mid downwind at circuit height. As we were just about to meet head on I stood the Tiger on a wingtip with a right turn, presenting a nice dirty underside of the fuse and wings nearly vertical. Given the somewhat startled look on the pilots face as we passed at close range, I doubt that he was not aware until the last moment that he was sharing airspace with another aircraft. A potential job for a dry cleaner. I have done the vast majority of my flying in country WA, and every airstrip is non controlled. I have always firmly advocated that a pair of eyes and correct adherance of circuit proceedures is the greatest asset in safe operations, and a radio is an adjunct to safety. I would far rather sight an aircraft in the circuit where I would anticpate seeing it, rather that be given a running commentary when the principal focus is being given to the radio.

Avavner, my late Grandfather, a canny Scot with a lifetime in farming used to often say: "rain may well be an inconvenience, but it is never a problem"!! In farming, and flying as well, you quickly learn that there are some things you can influence, and then there are some things you can do bugger all about. Now if you have found a foolproof way of attracting rain, Powerin and I, and all the flying farmers who enable the general populace to enjoy their Weeties and toast for breakfast, would appreciate you visiting as many of us as possible in August and September. Despite the evident frustration Avavner, treat it as a learning experience. The ability to correctly assess the weather, work out whether a safe VFR flight is possible or not and having the courage to stick with your decison should be a valued skill, and not something that is acquired instantly. Sometimes sitting on the deck and having a mild grumle is by far the best decision that can be made. Sadly, we have had too many late pilots who did not have the capacity to do just that. Stick with it. You will attain that cherished certificate, and reflect back on the experience of gaining it with pride.