Hildy

what about a bit of cotton wool? that's what I did when I shipped my dog to melbourne in the cargo hold. where can I buy muttmuffs?

can mogas and avgas be mixed?

GDL, how do you strap your dog in? and what do you do about headsets?

yes. it seems to be the ATC logbook which is what everyone I know has. (there is a cheapo logbook I bought from RAA but have never used.) I also like the D-H BAK (with HPL). my instructor's copy was pretty good.

3525 is a nice little gazelle. Flew out of ymnd to the coast and back. 65 climb 75 cruise 65 approach. Cheap to fly too.

depending on local ATC, 3ccts may take an hour!

Medicine as a career is quite compatible with flying, especially the shiftwork specialties. I'm doing shiftwork at the moment and am deliberately asking for evening shifts so that I can fly in the mornings.but now I need to work more overtime to be able to pay for my flying!

congrats, thirsty! poor weather has grounded me from getting my XC endo so no temora for me! especially given the camping situation.

does that work for pilots too? (see cficare's post).

the australian dealer spec for the Ibis says 570kg!

I usually bring the little jab in at about 60 on final... went around a few times trying to bring her in at 70 and finally drove her into the deck at 80. about a 14 knot crosswind. I've heard that the gazelle has the same numbers as a tiger moth: 60, 60, and 60.

cficare: excellent, thank you. I am then off to buy the Dyson-Holland ICPL kit and I will see when I can do the Cyber-exams. i figure it's better to have more theory than less.

hmm. I'm flying a gazelle next week as well. or should I fork out the extra $35/hr for a pioneer 200?

a couple of potentially very silly questions: - does passing the full set of CPL exams count for the PPL, or do you have to pass the PPL theory as well? - if you complete the full set of CPL theory exams within 3 years, is there a certain amount of time after that before they expire, if you don't get your CPL? (eg if I somehow don't get 200 hours within 3 years). - is studying for the PPL exam from a CPL book (I'm thinking the D-H ICPL kit) a bad idea?

Then there's about 5 PIC hours missing from my logbook. do you have a reference to logging PIC with an instructor in the plane?

david: if I am flying a plane (in the left seat) that I am legally entitled to fly (ie RA registered, HP, NW, etc) with an instructor on board. what determines if this is logged as dual hours, or as in charge hours? presume that the plane belongs to the instructor and that I am renting it from him. what if the person in the right seat is not an instructor but just another pilot?

Flew this plane today over the attempted sinking of the adelaide. We were over aeropelican when the adelaide actually went down. Nice plane - but still doesn't climb as fast as a LSA55 with the jabiru 2.2. sounds a lot nicer, though.

if I am being shown around a school plane by a CFI (but flying within the restrictions of my certificate: ie not actively being under instruction), does that count as IC, ICUS, or dual? if I am being shown around a private plane by a private owner (with a view to hiring in the future), what can that be logged as? if I own a plane, can I charge more for the first flight to account for the greater risk to the plane?

can anyone recommend a specific school in NSW for doing the conversion once I have the full set of RA endorsements? I'm basically flying every moment I have spare time right now (that coincides with instructor time - part of the reason for doing my ab initio training where I did was the availability of a full time instructor so I could go flying every day) so I hope I can do the navexes over the next month or so, weather permitting, and I'll try to get the hours for my pax this coming week. I spoke to a CFI yesterday who said it was hard in NSW and suggested I go to Bendigo. (working evenings is very compatible with flying, I've found).

so. today I realised why I want to get my CPL: I want to teach NAV. teaching NAV in the RA world requires that you be a CFI. I've taught a bit in my day job and I've realised that i simply cannot teach procedural skills. I have too much of an urge to take the reins myself.

Scenario: you have 2L of fuel left, in tiger territory, and going to make a precautionary landing. Do you: - climb at Vy then glide at Vbg once the fuel cuts out - climb at Vbg until the fuel cuts out, then glide at Vbg - cruise at Vbg, then glide at Vbg Vbg has the lowest drag, but Vy has the most power available (and presumably the best efficiency from the prop). in most planes they're pretty similar, but you can imagine a plane with an ultra-climb prop that has Vy much lower than Vbg. the crazy idea I had today: - auxiliary electric power hybrid plane. this comes from the electric lazair thread: if you have a plane with a 55HP main engine, could you put a second centreline thrust electric engine of about 10HP capacity, and enough batteries for 15 minutes of operation, and maybe 20HP in a life or death situation (the engine will overheat and need to be rebuilt, etc). the two scenarios where this engine would be turned on: - at takeoff, to make EFATO a less scary situation because you still have some thrust (especially if tuned for the right speed) - in flight engine failure - to get some extra height or thrust at the right moment - airbrakes on final approach - used to recharge the batteries this system would weight about 10-15kg or about the same as a ballistic chute.

I have heard fourth hand that the daughter is doing well.

the injuries suffered in a plane crash are far greater due to the increased speeds. most 200km/hr crashes are reported.

was this CFIT, or was there any suggestion of mechanical problems?

yeah. I once saw a battery charging bag - fireproof - designed to stop the batteries from catching fire when charging (the most dangerous portion of their life). if you ducted a bit of air you could put some ventilation into one of those. if it caught fire you could claim it was a jet engine. ozzie: modern brushless motors are too good to be true. they rely on technology that just wasn't there twenty years ago. basically they have no moving parts other than the magnets - they are three giant coils of wire, a bunch of high power magnets (I've rewound some micro ones using those toy rare earth magnets), and a couple of big bearings. much less complicated than a gas engine. anyhow, I've come up with a conservative design using 24 of the turnigy 6S 5Ah batteries to produce 6hp at 5500rpm. I wonder how smart the jetispin controllers are. but that's $1000 in batteries, $1000 in motor & controller, and some tinkering time.