foxy

WOW! what a fantastic idea! thats awesome!!!

Prowse.....pat on the back for owning up to ur own mistake...but most importantly for learning from it!! glad that it was only the nose gear damaged, and not the entire aircraft and occupant/s..liz

thats actually a really interesting video to watch from the prospective of a nosewheel flyer, wanting to get a TW endo.....was a little trepidatious about the landings in them....now im a lot!!!

wow. thats really sad news. Am pleased to hear that the pilot is still alive, even though he suffered major burns. Hopefully he recovers well. Thoughts to his family!

congrats on the cert, thirsty!!! Glad that you decided to stick with it, even though u had the bumpy beginning!! Good luck with the navs! liz

hiya danyo. welcome aboard!!! keep us all up to date with ur progress through it all!! liz

well done pete!! fantastic news and great for it to come as surprise for you, rather than knowing the test was coming, and brewing nerves for it! Congratulations!!!

Hildy, as has been said above- id ditch the gps...at least until you have finished your flight, then you can review it, but i wouldnt use it in flight. The constant viewing of the runway is what will determine your circuit performance. The gps is going to add too much to your mind at this stage, and can be a hinderance. With regard to how long before turning, etc in the circuit, this is the approach i use.....continue on upwind until 500ft has been reached.....turn onto crosswind, looking underneath my wing, ( i fly a Jab), until i can see the runway appear....level the wings...this concept usually gives a pretty good 90 degree line from the upwind point. when i have reached 45 degrees from the end of the runway, is when ill turn downwind....roll the wings level, to track parallel to the runway....always looking at that runway throughout downwind to determine any drift you may encounter.......at 45 degrees from your threshold...turn onto base, again giving you a nice 90 degree line to the runway. the turn onto final is pretty simple, and you will pick up the turning points eventually, as the wind will always play games with you. Usually, in the Jab with an approach speed of 65-70knts, i aim to turn final at 650ft, which should allow for an established, wings level line on final, by 500ft. i know its a bit long, but i hope it helps. Liz.

woohooo!!!!!:clap2:

yay win!! well done! such a big achievement and great to hear that it went well!! congrats!!!:clap2::clap2::clap2:

yea darks....drivin to coles is pretty sad... :D. if i wasnt flying...i'd be DEAD!!!

good onya stewy! glad ya lil fella enjoyed it...and ur right, its definately worth it to see the faces of you pax!!.

ooopss...meanta say can b RAA OR GA registered....

ozipilot, depending on what is at the school in regard to the Jab, they can be both RAA and GA registered......if you do ur RAA license and x country in a RAA registered jab, u can then simply convert to PPL in the same/similar type of Jab if its GA reg'd....saves on aircraft conversion....

congratulations to you also jimmy for your first solo.....and also huge congratulations for passing on your own well wishes to a fellow aviator for his first solo!- now that shows a great deal of camaraderie... liz

its always a great feeling when you take to the skies on your own, in control of such powerful machines. well done scotty!

i have to agree with rick-p. doing the checks in your head is one thing...saying them out loud AND touching the things you are talking about, is paramount, i believe. through training, its pretty necessary to say them out loud, as, as an instructor,if i dont hear a student clearing each turn, or doing the downwind/clearof/fcmost checks, etc....i am assuming they are NOT doing them!! as a licensed pilot, even when i am by myself, i will always say them out loud and still touch each thing. if you say it out loud, as well as say what you are checking for each thing, then you know that it has been done. these checks are there for a reason, and should be treated as important as flying the aeroplane is itself. liz

lol....gotta love they guy in the suit, in the middle of the crowd.

great to hear you are progressing well, Just. One thing that is really the most important to remember, is that YOU are in control of the aeroplane. Be ITS boss....dont let it be the boss of YOU! the different attitude in the crosswind landings, having to land the thing with the wings not level, is where most people get caught out....its just so far away from what you've been taught so far. Just remember that the nose is still pointed in the same place as a normal approach, just off to the side a little when you're weather-cocking, and then having one wing down in the flare...a bit daunting. its a natural reaction to try and level the wings. Im interested to know how you track the final leg in the crosswinds?? some places teach to weather-cok the aeroplane into wind and then kick straight with rudder and hold aileron into wind over the threshold, and some hold that wing down attitude for the entire final leg...sometimes if you're having trouble with getting and holding that wing down-(aileron into wind)-in the flare, it can be useful to fly the whole final leg in that attitude....lets you see the attitude for the flare, right from the beginning. liz

hey russ, i don't really know much about gyro/trike training, but at the fixed wing school i train at, and others i've seen, they usually have aircraft that is owned by the school, or is on hire to the school specifically for the purpose of training. the students go solo in the training aircraft. personally i think putting the student into a different aircraft for their solo is a bit beyond my understanding- even if the aircraft is the same as the one they've trained in. every aircraft is different, and have their own vices.

all the things have already been said about polarised sunglasses. i never fly without sunnies...or do anything else without them for that matter.......i'd rather have a slight change of colour in the vision, than to have to squint my eyes...'did i see something in the distance there, or didnt i??' as to the watch...yes, an accurate timepiece is needed when in the aircraft. i chose a chronograph watch, which was the old jewllers however many % off sale, bringing it to $70....unfortunately i never found a female chronograph watch that had time, where the other dials were, hours, minutes and seconds...so opted for the gents one. it never leaves my wrist. Great for nav's, as u can reset the timer to count the minutes, whilst still having the outer clock as per usual. everyone has their own preferences....mine being the analogue over digital watch.

wowee......lucky to walk away with only minors....agree with iggy...definately didnt expect the flip!!!

Razza....maintain your heading using aileron and rudder coordination...that should be there at all times.....constant scanning will work.....80% of your time should be spent looking outside the cockpit, 20% inside......that should help keep it all in place. and yes...trim is a great feature!!

geezaloo.....!! rememba dj's ny resolution!! lets run with that!!! ;)