av8vfr

Re the seat sliding:

I was told by an instructor many (many) years ago that if this happened, (as it may in Cessnas) to throw the controls forward, even put your feet on the controls, until you were able to slide the seat forward by natural means..

Not a natural cause of action to release the controls, but always in the back of your mind in a Cessna. However, if you are aware of the issue. you always check the seat is secure in your pre-checks so hopefully this will never be an issue.

I think the problem may be the lack of information transferred between generations. Unfortunately most new pilots are unaware of the lessons learnt prior to their licence... especially when operating old airframes/engines unless they have had similar experienced instructors..

I am not saying the seat was an issue in this event, but all aviators should be aware of the implications, and the response I was taught may or may not suit the situation. I am just putting it out there...

The Jindalee Operational Radar Network (JORN) sees air and ship movements covering 37000 square kilometres north of Australia. It doesn't see far enough north to help in this case.

Q: Slightly off topic but

If all the electrics on a 777 had a melt down (ie: both AC feeds, Batt, APU (if started in time), (& wind generator if fitted???)) given the sudden loss of transponder, I imagine the fly by wire system would then be also inoperable????

Or is there another backup in place?

Also given that a pressurisation system relies on the control of air exiting the airframe (electrically??), I imagine that a total power out would maintain the last pressure setting (ie not fail open and depressurise the cabin)???? I am obviously not a big jet specialist...

Lot more Q's than A's ATM.....

CTSW is def more of a handful due to the short coupled fuselage... CTLS is a bit more forgiving with CofG... so not as much pitch sensitivity..

However if you master a CTSW then no probs with a CTLS IMHO.. Cheers

My Sierra doesn't slow up too well if you carry 10kts more it will float forever not wanting to come down.Alf

Yes RAAus aircraft are susceptible to the same effect, but not to the same degree.. Just pointing out some of the differences between classes for the inexperienced, not an argument..

I agree Nev.. In GA you have to nail the landing number because inertia of the 1000+kg machine will have you balloon in ground effect if fast... but I can often approach "hot" (ie +10kts) in RAAus because I know when I pull the throttle, speed washes off pretty fast because of the light airframe which will slow up quickly.

I don't think it is a bad strip, as far as grass strips go... I have flown a Texan in there no worries.. Have a chat to Neil at Gofly as he used to fly out of there a bit.

OK, my post was brief for the sake of forums.

Sssooo...say if there is "some concern" which prevents the issue of the medical for flying to take place until further tests are carried out... does that stop the person tested from driving as well until the said tests are carried out and passed? This is for the upcoming RPL out of interest..

My only concern is that if someone does the test and fails... does that mean they can't legally drive anymore being a drivers medical??... Most people rely(sp?) on driving for an income. Double whammy, no fly and no drive?

I think it is to be adhered to IAW the Bulletin Under Limited Longevity Safety Handbook Intended Temporarily... or BUL.....

(just jokes people..lol)

Coming from an Avionics background, I find it troubling with RAA, that as long as you have a L2 licence (engine airframe trade) you can deal with avionics.

I understand that the 100hr / annual is mostly to do with engine / airframe condition, and the sweet magic of avionics is mostly trouble free, but to troubleshoot or maintain a complex digital avionics suite is way beyond the average L2 tech.

But for example, what's the difference from an unrestricted L2 who is 95.0% Rag & Tube and inspecting your CF speed machine and signing off on it for example??

I'm guessing this is the same field HitC.... This one is about 3 years ago... (hope i'm not wrong tho)

Surprisingly CASA advised a few months ago that they now have 15,000 registered aircraft. A new record.

As VH regos are not paid annually, I imagine they stay current for the life of the aircraft, even if not airworthy?

Many new VH regos are homebuilts(?) and the big boys (QANTAS) bringing new aircraft on line.

I can buy a 1970 Piper for around $35K with good EHTR and put it on line for GA training. Not as a pilot but a business opportunity.

So maybe the GA pilot is on the decline. I have PPL but after wife had kids and said NO to family flights, its only 1 pax for me so RAAus =cheaper flying... much like most people who fly for fun.

OK, Here's another one.

Could be... just looked like a prop flange above the oil cooler....my bad...

Might have to check your observation. Don't you notice the turret sitting above the cabin?A difference I noticed is that the turret is now a single faired unit whereas before it was standing on four faired tubes.

 

Also, what appears to be a spinner is probably a spinner moulded into the now front of the cowling probably to mimick the shape of a standard Jabiru cowling for cooling purposes.

 

Looking very nice Mike,

 

Regards, Laurie

Just an observation which may be incorrect (it happens), but it was originally a pusher but now in the hanger it looks like a tractor config.. if correct, is there a reason?

Hey Scott,

Noticed the tacho going beserk at about 1.25... maybe an earth issue on the Tacho??

Also handheld filming your landing at about 3.00.. probably not the best during an important phase of flight... Maybe try a FB check-in and post a forum thread to reduce the workload instead....lol .. Nice vid tho... Matt

There have been a number of flights from NZ to Australia in recreational aircraft mostly NZ registered. NZ does not have a separate register with all Ultralights & Microlights (all called Microlights in NZ) on the ZK register. An old aero club friend of mine Noel Bailey delivered a couple of Piper Sports (maybe more) from the Agent in NZ to customers in Australia. There was an article in the RAA magazine about one of the deliveries

The one you get from clearprop shop has several columns for different types of flying. Cross out Multi Engine and put in RAAus and you will have a log book which can be used for GA and RAAus together. Makes it easy if you later decide to fly GA. Unless you want to fly GA multi engine.

However, I only use my logbook to prove currency and BFRs...doesn't matter how many hours I log with a private licence

I was visiting my son and daughter-in-law last night when I asked if I could borrow a newspaper."This is the 21st century, Dad , ' he said. " We don't waste money on newspapers.

Here, you can borrow my i-Pad."

 

-------I can tell you, that bloody fly never knew what hit it...

I was visiting my local aero club yesterday when I asked to borrow an old ERSA.

"This is the 21st century" the instructor said, "We use Ozrunways...here borrow my IPad"....

Just a thought M. Your thread title is about flaring and it occurred to me that when I was teaching, which is now a frighteningly long while ago... I remember that we used to avoid the flaring word since it gave some folk the idea they were supposed to flare, whereas in fact you don't flare deliberately, it just happens.The thing was, that when people tried to flare they just ballooned and so ended up high and slow, and not comfortable at all.

 

So we killed the flare word and only spoke about holding off. In other words get close to the ground and stay close to it but don't let the wheels touch, just keep holding them off. That way, as you got slower and slower you had to keep raising the nose to keep the wheels from touching, until the plane stalled and you couldn't hold em off any longer. The progressive raising of the nose was an inadvertent flare, if you like, and avoided ballooning, and holding off also produces the shortest landing.

 

At the end of the day its exactly the same as you're working on doing but the different mindset helped some people, hope it helps you, cheers, Al

Remember though, that the instructor will get you to a basic competent level... only experience will fine tune your skills as required for different scenarios.

Not just RAAus that this applies. I had done the RPPL (=GFPT) in the 90s in approx the minimum hrs, then moved interstate for work. I wanted to take some work mates for a local joy flight and showed up at one of the local schools to get checked out. After about 3hrs of dual / solo check flights and no sign off in sight, I went to another school at the same location. 3 circuits check ride (=30min) and the plane was mine.. Apparently, the fact my licence was low hours was more important with the first school than the fact I could actually command the damn thing!

Probably worse off nowadays with regards to insurance, liability, etc.. (the good old days???)

..... you only fly early cause being #4 in the pattern is information overload..

Add it to the events calendar would be nice... A part of this forum that is not utilised enough IMHO..