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?

Is the logbook available on this site basically what you would get anywhere else?

(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.

Just do 3 ccts in the jab before taking a pax. Wont cost much, and makes sure your compliant. If you havnt flown a jab for 90 days, id consider it prudent to do a couple of bumpy's before doin anything with the mother in law.

I intend to do science or medicine at uni next year and somehow try fit in some flying too...

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

On seriously cold mornings, tip a bucket of hot water over the crankcase. Dont laugh it worked for me every time

What I like about the Paradise and the Ibis for that matter is that they are built for considerably higher MTOW than the 600kg we will be allowed to fly them. The same of course can be said of the Jab 230 and the Australian Lightwing S2000. All very nice and large (for RA) aircraft.

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?

Pre-solo you are Dual Received. After you have gone solo, you log as PIC, regardless of whether the instructor is in the aircraft or not, as long as you are flying it. So your first solo flight was the first you logged as PIC. If you were then to go for a flight with the instructor where he was flying and you were learning something different, for instance a different type of aircraft, then you would be Dual Received for that flight.

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?

Perhaps my view has been distorted by the fact that the J160 I learned to fly on had four engines die in service at around 500 hours. After that the owner was so disgusted with the response from Jabiru that he gave up and fitted a Rotax 912ULS.

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.