octave

http://www.takeofftube.com/view/4028/the-copilot-song/

good question, I would like to know also

What exactly are the statistics? can you tell us how you arrived at this figure?

are particularly fond of this boyfriend? but seriously the only thing I can think of is very short flights in perfect weather and then gradually increasing the duration. I went through a stage during nav lessons where I would start to feel a bit off, I think due to looking down at maps, I found that ginger tablets provided some relief without side effects.

yep very cool, wont get to see that again, end of an era!

http://www.nasa.gov/multimedia/nasatv/index.html

Took my 7" flying yesterday, it performed very well. Thanks Ian

I spent 12 years in the RAAF as a musician, now a musician and music teacher

done

the flying account will have to recover before I go to far but I am looking forward to some long trips, maybe not tassie but we could compromise CFI , how about Flinders island?

Thanks all, very glad to finally get it done!

yeah ignition I had to squeeze in before you next fortnight:hittinghead: not even enough time for me to exercise my new privileges

Hi all, got my x country endorsement today. :clap2:

I have a Nav Aid, I don't really use it in flight, although I did find it useful as a learning tool. It would be fine to use in flight although space is a little tight in the Gazelle and I don't like to have too many bits and pieces rattling around. I did make a table of distances and correction angles which seems to work ok

couldn't agree more!

Little degrees now make big degrees (and Nm) later That's why instead of using the whole 90nm to get back on track I would use a checkpoint 10,12 or maybe 15 nm down the track, that way once back on track I would still have my original checkpoints to monitor my progress

I didn't round the .66 until I added it to the 2 degrees to parallel, that's how I got 3 and not 2.66. I would neither try nor recommend reading .66 of the sort of compasses we use.

looks right to me, -2 degrees to parallel and -.66 degrees to converge with destination. Rounds up to -3 degrees therefore 007. If you did not apply a correction (and if nothing else changes) you would miss your destination by 4nm.

My understanding of using the rudder to make a minor change of heading is this, I notice that I am flying 185 instead of 180, I briefly apply a small amount of left rudder, right wing lifts due to secondary effects, aircraft gently rolls left. We are still using roll to turn but as a secondary effect of yaw.

OMG motzartmerv your a trekkie

I was taught by this CFI and earlier this year I did my BFR with him, I have always found him thorough and fair. It is a great responsibility for a CFI to sign off on the BFR, it would not be good for a CFI to sign off a pilot who went on to be involved in incidents or poor behaviour or worse still a serious accident due to lack of skills or attitude. Perhaps this CFI would be much tougher the next time this pilot presented himself for a BFR.

I agree with Ingnition, also our CFI with over 19500 hours also taught aviation at the university of NSW and prefers 6 minute markers, good enough for me

Last fortnight - forced landing practise, stall and a couple of steep turns Today circuits. To me practising these skill is a big part of the joy of flying. After I got my pilot cert I think I probably did not practise these things as much, just happy to get up fly around and get back safely but as my confidence grew I started to practise these skills more often. Of course during my first BFR I had to demonstrate these skills to the CFI so it would seem foolish not to keep these skills up to date .