Matt

That sounds to me like the entry method for a spin - rudder and back stick at the point of stall - and what you describe sounds like an incipient spin...

I saw Tom's displays many times and spoke with him a few times. Another great Australian aviator lost. A very sad day indeed.

Hi Ken, your question is exactly what I was initially taught and subsequently reinforced (by military and civilian instructors): immediate action = convert excess speed to height. As Mike has suggested (and what I was taught and believe), height = time, and you can never have too much time in an emergency situation.

Hi Tony & all, An interesting read and I respect anyone with the passion and enthusiasm to support and promote the history of their chosen interest. On the topic of registrations and 25-0001 specifically, if I've read the thread correctly, this mark is currently not in use? If that is the case, the I would expect that RA-Aus (as CASA or any other vehicle registration body do) would simply flag that registration as "available" - you can download the "list of available marks" from the CASA website, you can reserve one, you can buy and sell them, you contact your state vehicle registration body and ask for a registration number that is unused and you can also buy and sell registration marks for cars. What makes RA-Aus any different? Is there anything in the RA-Aus operations manual / regulations / constitution or other official material that states that un-used (and therefore "available") registration marks are not to be re-used? If not, then I'd suggest that Tony has a more than valid request and if his (or anyone elses requests) are being met with negative or non-response I'd suggest there's a personal agenda at play which should simply not be allowed within the association.

Thanks Slarti and yep we're both very happy. Look forward to seeing you at Echuca as well...how's the Cheetah repair going, back in the air yet?

Hi David, Spot on with the 1/2 a minute or so, having reviewed the video after that flight it was about 28 seconds. And spot on again with the inverted oil system, our is (apparently) the only CT4A in Australia with the inverted oil system. It's a Christen system that was installed in our aircraft during it's life at ARDU. The system was installed for the erect and inverted flight testing in the early-mid 80's and remained in the aircraft thereafter.

After 3 weeks across the pond in Tassie for Christmas and New Year (another trip report I need to write), MCT was scheduled for a week R&R in Yarrawonga for a bit of a makeover. Somehow the weather gods have been shining on us for the last couple of months and all planned flying days and activities have been met with great weather, so the day after the long haul back from Tassie, we're loaded up again for the relatively short hop up to Yarrawonga....well short for me that is, unfortunately our plan to have another aircraft available to ferry us back didn't work out so Kaz had to drive for 3 hours while I got the luxury (?) of the Parrot. After the first lonely flight in months, I arrive at Yarrawonga just after Kaz (I left over 2 hours later) and we hand over our pride and joy to Bill and the guys at Douglas Aviation in Yarrawonga. Armed with many photos, reference material etc. we outlined what we'd like to achieve within an agreed budget...which was a fraction of that required for a full strip and repaint. With the "to do" list complete, we headed into Yarrawonga for a late lunch then hit the road for the trip back home. The days went by with a few phone calls back and forth to check and verify some details, confirm everything was progressing to plan etc. Before we knew it the week had passed and it was time to return to Yarrawonga for the unveiling and to pick up our "new" aeroplane. Thankfully we'd managed to arrange a ferry aircraft this time...in fact 2. Friends Phil (C175) and Chris & Suzi (RV-10) had thought a trip to Yarrawonga for lunch was a great idea...the question was who was going to fly with who...that RV-10 sure is a nice aeroplane! In the end I chose to have a "heritage" flight with Phil in the 175 while Kaz got to ride in modern speed and luxury in the RV-10. An uneventful flight and landing ensued and was made a tad quicker with the aid of a 15kt tailwind. We headed over to the Douglas hangar and found our pride and joy looking a whole lot different than we left her! The paintwork had been completed and looked great. All that was left to do was to replace all the military markings with vinyl transfers...and that's where the fun started. Now any reasonable person would assume that the markings on either side of an aircraft (particularly a military aircraft) would be identical in size, shape, font etc. Well that's where our poor painting friends (and more specifically the poor guy creating the vinyl transfers) came unstuck...the list of discrepancies was long and included: the large 46 on either side of the fuselage being different sizes and slightly different fonts, the kangaroos in the roundels being different sizes on the fuselage to the wing, the red-white-blue stripes on the tail being different sizes on each size, the size and font of the A19-46 serial number being different on either size of the fuselage and on it went. Now all of this wouldn't have been an issue had we completely stripped and repainted or had both the white and orange on the fuselage painted. As it happened, the orange paint on the fuselage was/is in reasonably good condition but the white on the fuselage was well worn and faded. The easy thing to do was mask the orange and sand back and repaint the white area...so far so good. The issue with the markings comes where most/all the military markings sit above and below the white/orange line and with all the markings in the white being sanded and painted over, the new markings would have to be placed over the remaining markings on the orange...and that's where we came unstuck. After more tracing, measuring, phone calls and trips to the poor fella making the transfers, they were all completed and applied...and the result looks great! Anyway, after all that, here's how she came up...the first pic is a "before", the others are all "after"...and no, there's no Photoshop or other wizardry involved. Before... And after...

he he he, I was going to point that out but I'm not sufficiently flame or flak resistent ...now what "conclusions" can be drawn from the stories so far: 1. Jabiru engines fail more often than other engines 2. The number of Jabiru owners & flyers on this forum are greater than other types 3. Jabiru owners & flyers on this forum are more vocal than other types Food for thought...another thread on here is talking about media portrayal of RA-Aus and "ultralights", a quick read by some unprofessional report of this thread combined with "conclusion" number 1. above would be more cannon fodder for the headline seekers. Funny how we as pilots will read and no doubt learn something from the stories in this thread but an uneducated, ill-informed or just plain nasty individual could completely skew the purpose, intent and context and make a flamboyant story about the safety of either the Jabiru specifically or ultralights / RA-Aus aircraft in general. All that aside, it's a great thread and some good insight provided. Personally I've not had an engine failure resulting in a forced landing, the only (unexpected) engine failure suffered was during an inverted run whilst validating the operation of the inverted oil system in our CT4...seems the oil pressure and delivery was fine, the fuel system needed some minor attention though! Simple rectification by promptly rolling upright, fuel pressure was restored and she fired back into life. A might disconcerting to have the engine stop while inverted I must say.

Oh, and just having a read of the official airshow website T's&C's, camping will not be permitted: 7 Public camping of any kind including motor homes is not permitted on the airfield or in any of the designated vehicle parking areas or in the private aircraft parking area. All vehicles must vacate the parking areas at the conclusion of each day's performance. ...so, ignore my post above about camping!

Good point Keith. ANZAC day is obviously on the Saturday and the gazetted Public Holiday is also on the Saturday this year, so for this year it's not a long weekend...well, not one the govt. is giving you anyway. Think I might be feeling ill on that Friday ;)

Hi Geoff, We more than welcome it and no doubt some of our members will be doing just that. All I think we'd be asking for is visibility and awareness of numbers etc. as this would impact on planning for facilities such as toilets etc. Also, as there will be an official "airshow" on the Sunday, there would be a limitation on access to the field during the display period. As mentioned, if there is a movement to coordinate a Recreational Flying fly-in for this weekend, I would expect the AAAA committee and Echuca Aero Club would be keen to know and help ensure all attendees are catered for in all respects.

Hi everyone...as the Secretary of the AAAA I can assure you everyone is welcome...regardless of why you fly or what category aircraft you fly. PS> Ian / BigPete etc. If there is to be a Rec Flying "fly-in" at this weekend, we (the AAAA) committee would appreciate being aware and involved as it is a AAAA organised and managed event, hosted by the Echuca Aero Club. Look forward to seeing you / meeting you there...all potential AAAA members ;)

Therefore the onus is on the aviation community to operate professionally and safely and stay out of the press - which is almost entirely within our power as pilots to do that. It's highly unlikely and rare for anything aviation to make the news unless it's an incident - the only aviation news article I recall from all of last year was related to the charity flight day in November. If the "mass" has nothing to say about aviation (which is what you're ever likely to achieve, it's unlikely they'll champion our cause) then the pollies have nothing to respond to. Yes the aviation community needs to champion and promote itself, to the masses to some degree but more to the politicians and other law / rule making types. All in my humble opinion of course...I am just one of the masses after all

Any small aircraft is going to be called a "light plane" or an "ultralight" and probably a "Cessna" by the average Joe public because he/she doesn't know or care about aviation rules, regulations, classifications, administering bodies, registration numbers and the like. The only folks in the community who are aware and care are those in aviation. Would I bother trying to educate the masses - nope - if they don't know or care now, they not likely to. I'm sure we're all carefee and ignorant of many other hobbies / sports / interests that we don't participate in...I sure am...and will continue to be so until it becomes my hobby / sport / interest.

Interesting comments Ross regarding Rod's comments. As a pilot, the flight manual is the bible for safely operating the aircraft within prescribed limits. Operating the aircraft outside the prescribed limits exposes you to risks you are no longer aware of, trained to manage etc. Someone above mentioned insurance, I'd hazard a guess and suggest that any incident occuring where the ambient temperature was above 38 degrees (the flight manual stated operating limit...and apparently the certified limit) would result in a negative response from an insurance company...regardless of what the aircraft may be "capable of", what's important is what it's approved and certified for.

Good thread Brett and definitely a day and flight you never forget. I was blessed with calm blue skies at Point Cook when I went solo in Gazelle 3309 in 2001. I had an inkling I'd go solo that day but that was of course dependent on my instructor and my performance that morning. As with most others, the session commenced with circuits with an EFATO on first takeoff and a couple of glide approaches followed, one final standard circuit with a "full stop at the end of this one please". I thought I'd done pretty well with each circuit, followed all the correct procedures, I identified a few minor mistakes I'd made with my glide approaches and had a feeling this full stop landing would mean "that day" had come. I felt a mix of confidence and nervousness as we taxied to park and my instructor said "keep it running, I'm hopping out. Do one circuit with a full stop and if you feel comfortable, go up for another couple". With that, I taxied in silence for the long trek from the southern apron to the run-up bay, talked myself through the run-ups and pre-takeoff checks then on to the holding point of runway 17 at Point Cook...a long distance to taxy with plenty to think about I can tell you! Despite perfect weather for flying, it was thankfully very quiet at the field this day and I had the circuit to myself. Talk through line-up checks...all good, check final and base for aircraft...all clear...radio call "traffic Point Cook, Gazelle 3309 entering and lining up runway 17 for one circuit, Point Cook". I line up and stop on the numbers. Expecting to feel a flood of emotion I don't recall thinking or feeling anything, just going through the process of final check and applying full power. Now the Gazelle is not a high performer by any standard, but as everyone else has commented, your first flight in an aircraft that has had about 35% of it's normal weight removed is a very different experience! On that cool, calm morning, alone in the Gazelle I rotated and set climb attitude...and the speed kept increasing...raise the nose to get the airspeed right...now the nose seems too high...doesn't look right but everything else seems OK...500ft comes very quickly and well before the end of the runway...fuel pump off, check clear to turn, left turn...1000ft comes very quickly...level off, set power, set attitude...cruises a bit quicker on downwind...which seems closer to and further down the field than normal...must be due to the quicker climb out...downwind checks...base...check clear to turn...radio call "traffic Point Cook, Gazelle 3309, base 17, full stop, Point Cook"...set power and attitude...not descending at normal rate...reduce power a little...check final clear and turn final...approach looking normal...over the fence...flare about there...bugger, too early...balloon a little...bugger...hold it...touchdown...a little "firm" but not bad...roll through and taxy clear...radio call "traffic Point Cook, Gazelle 3309, clear all runways, Point Cook"...a response on the radio from my instructor "looked good, flared a little early, how do you feel?"..."yeah bloody flare...good for another I think"..."off you go then"...so out I go again for another two circuits. When I finally parked, shut down and sat there in silence I realised I was sweating and had a headache but felt very calm...it was the most intense yet relaxing experience I'd ever had...and the most rewarding.

Yep, Bundy (Wide Bay) Airshow is in July...from their website: "Welcome to the official website for the Wide Bay Australia International Airshow 2009 - three days of aviation action from Friday 3rd to Sunday 5th July, 2009."

Why not the G196? Effectively the same as the 296...just in greyscale. I've had one of these for years and does the job nicely...and can be had for under $1000.

Other than the "in cockpit" stuff, consider what information is available to you before you even get in the cockpit to make yourself more familiar with what you're planning...use Google Earth or similar to visulise or fly the route before you leave your loungeroom,identify major landmarks, waypoints, alternates etc. by visualising them on the ground you'll have a better idea of what you should be looking for when you're in the air. It can also help with planning better routes as charts are only so good at representing reality.

A timely reminder Tony. Like most of you we're planning 3 weeks of aviating over the Christmas / New Year period starting this Saturday with our 5th trip across Bass Strait to spend just over 2 weeks in Tasmania. All eyes are on the weather forecast with everything crossed for reasonable weather and a smooth running engine. And as per Tony's note, safe skies and happy landings to you all. PS> For those in the Wynyard / Devonport / Georgetown area - make yourselves known, would be good to catch up while we're down there...we'll be based at Devonport.

I've been having a play with this today (working hard ;))...unfortunately it only works within about a 75KM radius of the major airports so just misses Kyneton...but you can do replays from any date / time, I "found" and tracked some of the guys who flew from Penfield and Bacchus Marsh to Shepparton last Sunday.

I run similar to Brett - 2 folders, one for aviation charts, one for road charts - simply change the folder selection when I'm swapping between air and ground.

There was some discussion going on at Kyneton about setting up a syndicate for a 160 or 170 and putting on line with the Kyneton Aero Club. Adrian - if you're interested I can put you in touch with the guys trying to get this going...a little closer than Tooradin

There's some interesting points on the "How Stuff Works" website including links to fluid dynamic simulators, it also talks about the theory of lift being a complex beast which unfortunately cannot be simplified sufficiently to a "lamen" level. Interesting read. HowStuffWorks "How Airplanes Work"

Interestingly both NASA and the RAF teach and promote this "new theory" and it's one that I was taught and have been aware of for many years. As per Merv's note though, until everyone agrees, particularly theory manuals & exams, there will continue to be people taught and believing a falicy.