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naremman

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naremman last won the day on February 8

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About naremman

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  • Birthday 09/12/1954

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  1. If CASA want to limit the number of Angel Flights they should come and take some lessons fron W A Country Health Services, who in the 15 years of Angel Flight existence have never, to my knowledge, requested an Angel Flight for any patient. This is in the State that occupies one third of Australias land mass, concentrates the vast majority of its specialist medical services in Perth, or close by coastal locations. You would think Angel Flight woul be overwhelmed with reqests, but activity is pretty limited. I had a ten year active involvement as an Angel Flight pilot, was happy to promote the service within our W A Wheatbelt region, and saw our local community experience some the benefit of such a service, and they generously contributed to the funding of the Service. We are fortunate to have an exceptional GP in our town who has provided an outstanding service for nearly two decades, which makes us a bit unusual for rural and remote, who recognised the benefits Angel Flight could provide, and was happy to request Angel Flights. Our best demonstrable benefit was when, over an eighteen month period, we had four ladies in our town requiring treatment for cancer, and 40 Angel Flights, all volunteer pilots and drivers, supported these ladies at a time when support was really appreciated. We have no public transport available, and a striaght trip to Peerth at the speed limit to the medical facility would exceed three hours non stop. If you wanted oustanding advocates for Angel Flight, those four ladies would be prime candidates, Ironically, the HSM from the local hospital, after declining to submit a request to Angel Flight, was always quick to question each of the ladies what was their expereince with Angel Flight! I think the ladies might have indulged and embelished their opinions just a little, but they all relished relating favourable impressions to that health professional. In contrast to my experiences with WA Country Health Services with Angel Flight, I have 14 years experience as a Volunteer Ambulance Officer with St John Ambulance WA, where in the Wheatbelt our ambulance service is provided entirely by vollies, when doing Inter Hospital Transfers at WACHS call, the potential for risk in my opinioin far exceeds what I consider occurs in my good old 172. About five years ago WACHS changd their policy with limited consultation, and all Inter Hospital Transfers were to be done by ambulance, and introduced a 4 hour rule for assement by a Doctor. Our Sub Centre went from 60 call outs a year, a mixture of pre hospital and RFDS transfers, to in excess of 160, all done by a handfull of volunteers Fatigue management was notionally talked about, but we did we push the boundaries. We got to the point that we were declining some jobs because the fatigue implications could not be ignored. Always hard in a small country town when it could be your mate who is going to have to wait. I had one experience where I scored a Inter Hospital Transfer just on midnight, got to bed about 3, had a motor vehicle crash in the mid morning, followed by another transfer in the afternoon. I scored a call from the State Operations Manager at COMMS on a welfare check as my service nmber must have come up on the system as being a bit busy. It also happened to be harvest time also, but was sanctioned because it was WACHS requested, I was in a green uniform and in an ambulance! Same person as an Angel Flight pilot gets scrubbed, even if I am rested, sober, medically cleared and in possession of an AFR in an airworthy plane!! The provision of an adequate level of health care in the bush is a real dilemna, even basic primay health care, with no easy solutions. The appeal of Angel Flight was that it came with a bucket load of common sense, a rare commodity these days. The benefits that Angel Flight have contributed to alleviating the distance issue so that rural and remote patients are not precluded from access to appropriate health care should never be understated. I have been a firm advocate on this forum over the years for Angel Flight, yet have always stated that no organization should be beyond scrutiny. The twp tradgedies can not be excised from any considerations. The benefits attributable to Angel Flight by getting patients to the best possible medical care, even if they do live in the bush, and keeping the stressed and tired families supporting our patients off the roads should be the principal focus to develooping at strategy to maintain its great work.
  2. If you read Adolf Galland's autobiography Kaz you might form the opinion that our mob were not in the same league. The English were probably fortunate to have a Canadian born bloke named Max Aitken on their side!
  3. Don't forget the "Double Sunrise" flights Kaz, operated by Qantas between Perth and the then Ceylon, a short leg of about 3500 miles taking around 27 hours in a Catalina during WW2. Still recognised the longest airtime commercial flight of all time. This run was ultimately flown by Qantas using Lancastrian aircraft, but they cribbed by landing at Learmonth and not making Perth in one hit. There is a great tribute to these flights at the RAAFA Museum in Perth, alongside a PBY Catalina restored beautifully. Talking to one of the guides it took a good number of hours of flight before they could ever consider single engine flight without a downwards component. That they never lost an aircraft in the two years of operation is testimony to the gear, and the maintenance that supported them. Sounds like a good book, and another one to find space for in the library.
  4. Somebody had better alert Poteroo to this thread. I can recall doing a BFR with Poteroo about 15 years ago in his Cessna 170, just before he sold the old girl. Part of the start up proceedure was being told to discard the footware and get back to socks, thankfully clean that morning. The reasoning was with the amount of footwork we were going to get in a hour of low level circuits, sans soles was going to provide more feedback from the rudder. Heels always on the floor, and probably les chance of bringing the toe brakes into play. In my brief involvement in aerobatic competitions it was always interesting observing the footware of the participating pilots, usually worn down joggers with the barest of tread left on them. I had a pair of well worn tennis shoes which fitted the bill, but they were not too comfortable walking over gravel! After years of farming, flying and volunteer ambulance officer I am at times astounded observing the standards of footwear, or at times lack thereof, and I suppose there are some well prepared to meet all eventualities, and whilst the intances are few, some who will wear the consequences of being poorly equiped.
  5. Only two weeks ago I was peeking inside a F111 module on display at the RAAFA Museum at Bull Creek in Perth. What an oportunity to have to contrast the cockpit of an advanced jet, and then take a few steps to look into a Spitfire cockpit and observe riudmentary controls by comparison. All this under the outer wing of the Lancaster! Digressing a little, at midday on Saturday they start up a Cheetah engine ex an Anson, and then a Rolls Royce Merlin. They must have pretty tolerant neighbours as suburbia adjoins on the other side of the road, and the smoke on start up on the Cheetah, and then the decibels from the Merlin could easily be cause for complaint. A great museum, and far too much to see in the two hours we were able to spend there.
  6. With my training to PPL standard in the early 1970's sdseslipping was not covered during my all Cessna aircraft training. Post PPL issue, with the same instructor, when I acquired Tiger and Chippie endorsements sideslipping then came strongly into play, especially the Tiger which we would slip right down into the flare, after taking into acount any crosswind so we were not arse about face. I can remember starting my Class 4 Instrument training in a C172 on a pitch black night, and having my instructor on one circuit indicating we were a bit high. I kicked in about a ball of sideslip only to experience an absolute explosion from the right seat!! Not worth repeating. Buying a Victa Airtourer really did bring the benefits of sideslipping to the fore. Cleared for a full flap sideslip up to 87 knots it gave a remarkable versatility to approaches, with great control authority. I have done a fair amount of flying in Light Aircraft Championships and bemoan that a lot of the advantatages that the Airtourer posssesses are precluded, especially in the Force Landing component. I recall competing inthe Australian Light Aircraft Chamionships at Jandakot where the first round of the Spot Landing Competition was conducted with a quartering tailwind. Only three arcraft scored ground points- two Airtourers and a Robin 2160- all landed off sideslips. All other aircraft went soaring past the ground markers. Bernie Saroff, my Air Judge, was far from amused and it was not until I showed him a 1964 Victa Handling Notes that he has prepared to accept that I had not gone outside the aircafts operating paramaters. One consideration not mentioned thus far is the possibility in a sideslip, particlarly in a low fuel situation, so all the fuel to ends up at the wrong end of the tank, and most engines doen't run too well on air. A possibile extreme example, but who wants to invite Murphy on board? I can remember many discussions as to whether to slip the garden variety Cessnas or not. Other than the references to the fuel situation, I have not noted any POHs that precule slipping, and have in my Cessna 172M ownership slipped it quite comfortably, though never aggressively. Comments on the C177 were to excercise caution, though I can not remeber too many of them falling out of the sky. Poteroo's early comments are particularly pertinent, though gaining exposure to Ralph's wealth of knowledge and experience is not so easily achieveable these days. He may be in the mature category, but as a survivor of both PNG and aggie work I always appreciate his perspective.
  7. Australia, a few decades ago gave us the Transavia Airtruck, GAF Nomad and Victa Airtourer as our contibution to the aesthetic stakes!!
  8. And we in Australia a few decades ago has the Transavia Airtruck, GAF Nomad and Victa Airtourer to fly he aesthetics flag!
  9. I woz honest and fell into the 60-65 segment,and most body components comply to this category, but does new 2 and 4 year old hip prosthetics bring the overall average down a bit?
  10. Was my initial thought too, though would seek the facility at MERREDIN. Fully equipped airline training facility that was perfectly suitable, at least location wise, for China Southern Airlines and was operational until about a year ago. Low airfield rental charges, no movement charges and bugger all CTA or PRDs to impede training. Perfect.
  11. Highly probable it is "War in a Stringbag" authored by Charles Lamb Kaz. One of the most reread books from my bookshelves. A remarkable human perspective from a person who participated and observed so much, and one of the few Royal Navy FAA pilots at the commencement of war to see its conclusion. I wonder if one would have ever been able to buy life insurance if you stated "Swordfish Pilot" as your occupation.
  12. My late first wife gained a Restricted Pilots Licence in the early 1980's, learning on our Airtourer. I left the the instruction entirely up to two very experienced Instructors. Whenever we flew together she was in the left seat and got the first call. The added bonus was navigation was my department, which was one of the few opportunities I had to successfully tell her where to go! We often used to joke that should divorce ever be considered, if the lady was to initiate proceedings an aircraft would be in close proximity, and if the gent was kicking thing off it would be within a shopping mall.
  13. Rather than focus on the Hurricane/Spitfire dilemma in the Battle of Britain, I would rather focus on what would have happened without either of Robert Watson-Watt, Keith Park or Hugh Dowding. Aircraft were not the principal limitation in the Battle of Britain. Supply of pilots, especially experienced, rested leaders often determined the outcomes. The Battle of France and the Canal campaign decimated the ranks of experienced pilots with little gain. Al Deere in "Nine Lives" gives a particular well balanced observation from someone who was right in the thick of it. He clearly states that neither the Spitfire or Hurricane would have prevailed in the Battle of Britain on their own. It was the combination that was telling. His praise of Keith Park, a fellow New Zealander, is unbounded, and it is not until after the battle that he appreciated the at times unpopular instruction for the Spitfires to take on the fighters while the Hurricanes focused on the bombers.The stats show that Hurricanes downed more of the Luftwaffe than Spitfires, but what would have been the outcome without the Spits holding off the Me 109s? That Park and Dowding experienced career reversals immediately after Battle of Britain in my mind diminishes any attempt to celebrate it as a victory. Park's subsequent role in the defense of Malta shows that he was not a one trick pony. In reading the books by Jeffery Quill and Alex Henshaw one would gain an appreciation that whilst the Spitfire achieved remarkable results over a six year period, it did so with a number of handling deficiencies. The heaviness in ailerons at speed in the Spitfire took a long time to overcome., and longitudinal stability was just a constant. Jeff Quill stated that after flying a captured Me 109 that he was surprised that the German fighter was heavier on ailerons than the British counterpart, and could not understand the overall aura it was given. Alex Henshaw flew every Spitfire variant of the war and gave the Mark Va his nod for his preferred mount for handling ability. History has not always been kind to the Hurricane, Being sent to France with wooden fixed propellors, with fabric wings and no armour plating was not the best demonstration of a product. The loss of pilots was probably more telling than airframes. That Hurricane Mk1s were pitted against Me 109Es in the defense of Malta could appear as nothing short of lopsided. Yet the role of the Hurricane in the Western Desert was notable. A 40mm canon in the wing of a Spitfire was never a possibility! The impact that the Hurricane had at The Battle of Britain can not be disputed. But that was the apex of its contribution. If you chose not to outrun it no aircraft could turn inside of it. What Stanford Tuck and Bader demonstrated is what the Hurricane could do in capable hands, Sadly the Hurricane was over represented in Archie McIndoe's burns unit. That nearly 78 years om the Battle of Britain remain as such a strong historical perspective is intensely interesting, but that the Germans not gaining ascendanancy of Fighter Command, for whatever reason, is still the issue.
  14. For anybody with some Joliffe cartoons stored away, hide them quick or they will indeed give visible proof that that a boomerang is indeed a deadly weapon!! For the younger PC generation you might have to ask Grandad who Jolliffe was, or Salt Bush Bill in Google might be some use. I have a boomerang, from a very unlikely source, that could be well considered lethal. In 1976 I was in the UK on Rural Youth exchange and when staying in Yorkshire was introduced to a gentleman making boomerangs out of laminated plywood. Worked brilliantly, and one it is still hanging on my study wall. Whats more it had around the world trip when my daughter had a Rotary Exchange in Denmark, and it was demonstrated to the host family, and then school the following day. It was then in my luggage when we went through the USA, but it was 2000, and the World Trade Centre Towers were proudly still standing. It is indeed interesting to consider that the Aborigines may well have had an understanding of aerodynamics that would have preceded da Vinci, and the helicopter guys were slow learners!
  15. If we could entertain a digression, we could look at the the role of Australian born Sidney Cotton in the field of photo reconnaissance during the Second World War. At the outbreak of the war photo reconnaissance based in Britain was conducted by a civilian organization headed by Cotton. It did not take too long before this responsibiltiy was assumed by the RAF, and whilst Cotton initially was involved it was not too long before Cotton's method of operation saw him promptly sidelined! Jeff Quill, the Supermarine Test Pilot, details a number of overtures that were made to him to join the flight, which he always declined, but also outlined flights he conducted test flying the PR variants. Longitudinal stability quickly became an issue once the Spitfire became militiarized, and the need to cram as much fuel as possible on board made the PR variants even more tetchy. Whilst most focus goes to the combat aspect of wartime aviation, their are many components of wartime aviation where not too many shots were fired, but their contribution was still significant. Would love to see some coverage of the two Australian Sunderland squadrons that made such a contribution to Coastal Command. 10 Squadron must have a vast and interesting history.
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