Louis Moore

Mine was built in 46 and still going strong, so there hard to kill Alan!

It's extremely rude of your cousin to get married on the Watts fly in weekend Tomo!! It's a real shame, I will not be going either due to aircraft issues, it's so close to us to Tomo, will have to do it next year.

That sounds about right!!!

Yes it was Merv, but that came from a person I consider a reliable source who was close to the incident and the pilot involved.

I got that turbo, I was merely pointing out that it's unfounded to criticise the fatality of the crash on bad aircraft design and then go blatantly blaming bad regulations and governing as the ultimate cause for this pilots death when clearly fuel tank location had nothing to do with the overall survivability of this particular incident.

You mean those living in pars aren't barbarians?

Can not wait to see the documentary

Then as a student you switch which instructor you're with and it is like having to learn to fly ALL over again! Could not agree more Nev, there really needs to be a KNOWN procedures manual about what is taught that all instructors are familiar with under that particular operation.

DJ, I am talking purely about Calendar life, not time, which can be reset at bulk strip as opposed to overhaul.

Now you've switched to Coffee Nev!

I am too scared to Nev!

Thats not always the case, I found the new skyfox far less twitchy than a luscombe, auster etc... and there a lot lighter. I used to fly a protech also which was fairly light and as solid as rock, think it has a lot to do with the width of the main wheels also. As for finding older T/W pilots, there are not that many about with instructor ratings. Getting harder and harder to find T/W endorsed instructors.

Deskpilot, I did not mean that exact design outlay, just the wing spar set up.

You don't need to desk pilot, they brake down all on their own without the operators help!!!

If your talking VH The commercial ops life is 12 years since last bulk strip

Yes there is, but not many people in the private category go over 100 hours. Commercial and Air work cats require the 100 hour inspection. But this is for VH aircraft, my understanding is 24 aircraft still come under the which ever is first?

Typing to fast between checkouts, cleaning and breakfast. I barely have the time to do the forum in the morning Tomo!!! I sent my tacho drive off, will be here next week, when you coming out to test this taildragger thread out?

Would an approach like this not work? http://www.airdromeaeroplanes.com/images/fantasy-01a.JPG

I am to far away and was not flying at those times. So it's not wake turbulence from the Auster Graham! I do not think it is necessarily uncommon to run into unexpected patches of rough air, they can be caused by numerous and sometimes seemingly unexplainable reasons. As for dealing with them if there unexpected and not predicted the only real thing to do is simply keep flying the aircraft! If there bad enough and last long enough try climbing or descending out of them. On another note, when it comes to those fun winds that try to pull you down then shoot you back up again I have found the best approach is simply to let the aircraft ride them. It always worked out to be a total waste of time fighting the down and up drafts to try and keep at a single altitude. I would allow the aircraft to slip down through the winds and ride them back up again over and over. Was never usually much more than a few hundred feet of altitude in the ups and downs and flying with them was so much more comfortable!

I thought for GA it depends on the category of the M/R, private planes can do annual inspection regardless of the hours flown (they still need the required hourly AD's yarda yards completed though).

No annual since 2005, just giver her a wash and you'll be good to do David!!! You keep the engine running for that time? You have to put up some pics, or let me fly down to look at it?

Hey Flinders, Think Tomo summed it up very well, larger aircraft seem to like being wheeled on. Guess it is due to the extra wait? For most small two and four seat aircraft three pointers seem to be slightly more manageable and take less finesse in pulling off nicely. Wheelers are also beneficial so I am told if the aircraft has a smaller rudder, but if your not flying something that is to hard to manage on the ground I would start with three pointers and progress up to wheelers later on.

Dave: What is left to do on the Auster?

I think Auster could pull the trailer along, we can at least give it a go!

It's actually just an archived photo of the first tecnam prototype!!!!