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Bandit12

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Everything posted by Bandit12

  1. Bandit12
    I wouldn't discout gender just yet, especially with age. Most of us know what males in the 18-25 age bracket are like in a car or on a motorcycle, so to be fair, you have to examine gender differences before discounting them....
  2. Bandit12
    I would suggest that touch and gos require more from the pilot than stop and gos....I was always taught that T&G is fine for counting for recency requirements.
  3. Bandit12
    Very nice! Where did you manage to source those engines from?
  4. Bandit12
    Case manager in disability and aged care. Currently studying full time at university also to complete my registration as a psych. Own business in the motorcycle clothing trade for 5 years as well.
  5. Bandit12
    Two months to do PPL theory was looking a little long!
  6. Bandit12
    My Auntie is a high school teacher, and has been for a long time. They introduced vocational training in schools as an elective, and she had to go get her Training and Assessment qualification as well. No recognition of the experience or the higher qualification that she already had (4 years at university). It appears that Transport Canada is not the only entity that is bogged down in bureaucratic nonsense!
  7. Bandit12
    You would have to be pretty nervous the first time you pushed it over the edge!
  8. Bandit12
    It is about how you say it, not necessarily about what you say. "He was a dead head" is hardly constructive criticism, and you won't find in any flight training manual the phrase "Don't be a dead head". Maybe it is being politically correct (perish the thought!) but everything typed here is open for the world to read.....
  9. Bandit12
    Makes you want to go fly with as little as possible, doesn't it! Although climbing out of ground effect is always a good start....
  10. Bandit12
    Love it! No need for 50:1 L/D ratio gliders there....
  11. Bandit12
    That is a lot of cargo for a glider. And he wasn't licensed either!
  12. Bandit12
    I was flying at Moorabbin yesterday - gusting 35 knots. The poor little helicopters looked in a far worse shape than I felt in the wind. I watched one do an autorotation which appeared to almost stand still and drop vertically because it was so windy! Looking forward to more fling wing tales!
  13. Bandit12
    I must admit that in my basic GA training, we did not do spins. I had to go and do an emergency recoveries course with Matt Handley in the S2B. We trained in Tomahawks, but they didn't want to do spins due to the strain on the airframe (even though it was certified). At least on the Tommy, a stall was pretty much guaranteed to drop a wing each and every time, so it was good training anyway. I was taught that the spin is not stable in most aircraft for the close to the first turn anyway, if not more. So the first rotation was considered an incipent spin, and referred to as a stable spin once it was "stable". That was with a normal stall entry into a spin, the same kind of unrealistic "slowly decelerate, maintaining level flight until stick is full back" stall, followed by rudder. A clean and stable spin entry in aerobatics was done quite differently. And I would suggest that most of the stall/spin accidents are also entered quite differently. I've commented on a few threads about what new privileges RAA should strive for, but if there was one I would back for RAA and GA, it is to bring back spin recovery for everyone. Entered from the sorts of attitudes likely to be a problem, like climbing turns when the engine quits.
  14. Bandit12
    One change at a at time gives you a better chance to deal with any bugs.....
  15. Bandit12
    I'm with you Dazza. I did several hours in a Pitts doing every combination of spins (upright, inverted, accelerated) and the wildest unusual attitudes recoveries and have also done my aerobatics endorsement. It really is life saving stuff, even if aeros isn't what makes you drool
  16. Bandit12
    Sometimes I wonder whether things like wingovers and steep turns beyond 60 degrees are only disallowed because of the fact that those sorts of maneuvers just aren't taught any more. I learnt to fly in Toowoomba and we did wingovers in the Tomahawk more than once. I don't think we pulled past 1.5G, and never went past 90 degrees (or even close). Certainly the aircraft can handle much more than they are allowed to these days..... Personally I don't think the average public have any idea of whether a turn that appeared to be that steep was legal. The impression that a Jabiru gives is far more "safety" in appearance than a ultralight of 30 years ago and that will probably make more of an impact than anything else. I still think the touch and go was more of a bounce and go
  17. Bandit12
    Following from what OME said, I was about to suggest that the economics of doing the rebuild/conversion, and the fight with RAA to get it passed may just end up with an aircraft worth about a third to half of what you have spent on it. Far better to buy an RV12 kit or something similar for the Rotax, at least that will be easily saleable.
  18. Bandit12
    And the throttle becomes a measure of manifold pressure (MAP) instead of engine RPM with a fixed pitch prop. Just like when you start climbing a hill in your car, you push the accelerator but the engine RPM doesn't change, and your fuel flow increases.
  19. Bandit12
    What is with the big nasty bounce and hard rotate at 0.32? Surely they could have done a nice greaser for the camera
  20. Bandit12
    An interesting read. I noticed that there was no mention of NVFR currency either (real currency, not just 3 take offs and landings in the previous 90 days). Flying when the weather conditions are borderline is bad enough during the day, when you can make a judgement to undertake a precautionary landing if you had to. At night, that option is not quite as easy. It really highlights the impact that outside pressures can make. I imagine that most people would not have chosen to fly that route at that time of the day/night, under those weather conditions, just for fun. But throw into the account that it was to transport a parent and sick child, and people will consider doing just that.
  21. Bandit12
    I would also agree that in the early stages, it might be asking a new pilot to multitask a little too much. I usually go to first stage of flap in the turn to base as well.
  22. Bandit12
    I would be there with bells on, and probably will one day!
  23. Bandit12
    One of the accounts I read of the previous pilot who had a trim tab fail in a mustang and had a 10g pull up described waking up with his head between his knees. That said, he also reported that he wasn't wearing shoulder straps. That in itself seemed strange to me.....
  24. Bandit12
    A sad day indeed for aviation, and for the pilot and bystanders.
  25. Bandit12
    Congratulations, that is one that I would love to do one day.
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