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Bandit12

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Everything posted by Bandit12

  1. Bandit12
    Yep, if you don't know the answer after a few seconds thought, move on. If you agonise, you just waste time and stress yourself out. Another trick for multiple choice questions - if you have picked an answer and go back and reconsider it, and are now torn between your original answer and another one, statistically you are more likely to be correct if you take your second choice than stick with your original.
  2. Bandit12
    I'm all for introducing aviation at a young age. My 11 year old is itching to learn after his first flight with me!
  3. Bandit12
    Well said that man!!!
  4. Bandit12
    I'm with you there. Build confidence and hook them first!
  5. Bandit12
    It’s amazing what perspective brings to an argument. While I had done a few flights in a Skyfox and an early Jab (with the throttle between the legs? It was a long time ago), I later learnt to fly in the Tomahawk. It was considered a good aircraft to learn in because it wasn’t perfectly stable, had to be flown hands on most of the time, and you could really tell when it stalled. We considered ourselves so superior to those learning in a C152….ah the arrogance of youth! When I climbed into a Warrior for navs, I thought it was the most stable aircraft imaginable, and I wondered why anyone would even need an autopilot as it almost flew itself. I’ve never flown a drifter or similar but I do think that the early lessons really benefit from a relatively stable aircraft. It’s easy to look back with a wealth of experience and say that we should all learn in more challenging aircraft, but it is also easy to forget just how difficult it could be in those early days.
  6. Bandit12
    Agreed - and how many articles have been published in the magazines over the years which lament the fact that there are some instructors using the experience purely for their own ends, sometimes only as a stepping stone to greater things. Teaching skills is fairly straightforward, teaching attitude is much more complicated and I suspect much more easily influenced by factors outside of the control of an instructor.
  7. Bandit12
    Smooth....I'm going straight home to try that myself
  8. Bandit12
    I wouldn't say no if a copy landed in my inbox! [email protected] Cheers Shane
  9. Bandit12
    My lovely better half bout me a Seiko Aviator watch similar to this one, except in stainless, for my birthday a few years ago. http://www.hmewatch.com/flight-ssc008.html Lovely idea, but to be honest I have rarely used the flight computer functions as it is really quite small to read. But I do love the reminder when I am sitting at my desk, and it has been a fantastic watch.
  10. Bandit12
    I don't work in a flying school, and even I can give you one simple reason to stop students flying when it is very windy (beyond their abilities) - because one damaged aircraft means less training can be provided while the aircraft is out of action, leading to economic losses. That is basic business sense, and I didn't touch on bad publicity or expenses due to injuries, death, litigation, or personal impact. Did a school send you out when it was more windy than you felt comfortable in? Or is this really just a hypothetical like the other claims?
  11. Bandit12
    Perhaps this needs to be elaborated a little - I try to keep an open mind but I really can't see how safety reviews and accident investigations equate to more deaths. Poorly conducted reviews may not be that beneficial, and investigation results that aren't released don't help others to learn, but how d more deaths come from RAA conductiong the reviews and investigations? I agree, but that seems a little at odds with what you mentioned above. Of all the speculation into this accident, I haven't heard anyone attribute it to the quality of RAA pilots....I'm sure that RAA can improve in plenty of areas, but I secretly suspect that quality wasn't an issue in this case.
  12. Bandit12
    Quite likely the big players behind the scenes will be insurance companies - estimating risks & costs of potential payouts, their own desired profit margins and the various ways of reducing the former and increasing the latter. Up the duff? Things are getting exciting around here!!! And I've had my eye on Alf for a while, I suspect that he was just a little too quick to declare his innocence
  13. Bandit12
    Easter weekend - family will always come first. That said, with teenagers, after the first couple of days I wished I was elsewhere!
  14. Bandit12
    Freud's theories have plenty of shortcomings but what you mentioned about behaviour reinforcement (look up B.F. Skinner) is very relevant. If I do something, and something else that I perceive as positive happens as a result, I am more likely to do it again. Positive reinforcement - we have all had our ears bashed about by the media at times about using it for parenting. It certainly applies when it comes to pushing our boundaries and fueling our "it can't happen to me" attitude which I mentioned in another thread. Behaviour change is a very slow process that needs to be specifically targeted and needs a lot of persistance to make lasting change. For some people, a single traumatic event is plenty of reinforcement (tecnically positive punishment by vicarious learning, rather than reinforcement) and for others, constant reinforcers and punishers are needed.
  15. Bandit12
    Never a concern qith a quoted post Louis. And the joy of written language is that we don't always get across what we meant to. I understand quite well what you mean by CFIT (and the other examples you gave). But to me, these are the results at the end of a chain of decisions made by the PIC, sometimes in response to things like weather. My point was that regardless of the exact details of the sudden and unplanned stop, an individual made the decisions to bring it to that situation. In the early days of aviating we may have been able to apportion much more of the blame to the aircraft themselves, or the maintenance, or the weather conditions. But these days with those variables much better controlled for, the lion's share of the responsibility for accidents will rest with the pilot.
  16. Bandit12
    This is a little like suggesting that all deaths are related to heart failure - no matter what happens, at the end the heart stops beating and there is death. Not a very useful approach, as what really counts was what led the heart to stop beating. You can teach techniques (like scanning for possible forced landing areas) but it is a little harder to teach attitude. And one of the overwhelming attitudes that we all have to face is the "it won't happen to me" thought. Because even though it just happened at Temora - today, tomorrow or very soon - somewhere in Australia there will be a pilot who decides to take off for a short flight home just on last light, perhaps without the appropriate skills, qualifications or aircraft to do it in, thinking to themselves "It's okay, it won't happen to me; they just pushed too far; I have done it before; their luck ran out" etc etc. And they will probably get away with it. And do it again. And again. I would predict that far more accidents are due to attitude and decision making than any other factor in aviation.
  17. Bandit12
    I'm with you Alf - for every weather accident, there was a pilot who chose to fly into that situation first. Someone who evaluated the weather conditions, their own skills and the aircraft's abilities, and went ahead. Or did none of those, and went ahead anyway. These days we are pretty good with things like maintenance, appropriate technical skills (ie the physical act of piloting) and currency, but we have a long way to go to crack the "human factor" to further reduce our accident rate. But then, few people can claim that they aren't aware of the health risks of smoking, and yet despite all efforts, smoking is alive and well today. You can legislate, train and prepare for everything, but it all comes down to choice, and sometimes even the best of us will choose wrongly.
  18. Bandit12
    Off topic, but why a 250? LAMS gives you so many better options. A good option though is a 90s model Honda CB250, great little commuter.
  19. Bandit12
    I did that once on an early 70s Kawasaki two stroke. Stalled up a fairly steep hill climb, so I grabbed the brake and clutch and got ready to kick it again. Started rolling backwards soI thought to just ease the clutch out to stop it. Bang, and away we went backwards under quite a bit of power!
  20. Bandit12
    The answer is - maybe yes and no. If you have the skills, if the aircraft itself can get into a flat spin, and if the aircraft is able to recover, and if the aircraft is strong enough not to fall apart.....then yes! That sort of thing is something to go and get proper instruction in a GA aerobatic aircraft to eperience. You are unlikely to end up in a flat spin unless by purpose (ie training or competition) or you have seriously done most of the spin recovery actions wrong (added power, held opposite aileron etc).
  21. Bandit12
    Pictures please! I have a very soft spot for the VP1. 80kn is pretty good, that may be as a result of the Jabiru engine because it certainly doesn't often cruise at that speed with a VW!
  22. Bandit12
    Sadly, customer service is something that is too often lacking in the aviation industry. When I walk into, telephone or email a school, I want to see professionalism, passion for flying and a genuine interest in meeting my needs to convince me that I should hand over a lot of money.....
  23. Bandit12
    Tomo, if I was sitting in the right hand seat and you said to me "Do you want a flawless landing?", I would presume you were serious With your track record, no one would be surprised!
  24. Bandit12
    How I wish I could ask my instructor if they wanted a flawless landing
  25. Bandit12
    I can't recall it being mentioned, but knew immediately what it was. Same as the phenominal rate of climb (of maybe 700fpm!) which was a rush at the time. How I would love to go back to those days....
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