tecnamdave

Middle EastPresident Assad ( who is bad ) is a nasty guy who got so nasty his people rebelled and the Rebels (who are good) started winning ( Hurrah!).

But then some of the rebels turned a bit nasty and are now called Islamic State ( who are definitely bad!) and some continued to support democracy ( who are still good.)

 

So the Americans ( who are good ) started bombing Islamic State ( who are bad ) and giving arms to the Syrian Rebels ( who are good ) so they could fight Assad ( who is still bad ) which was good.

 

By the way, there is a breakaway state in the north run by the Kurds who want to fight IS ( which is a good

 

thing ) but the Turkish authorities think they are bad, so we have to say they are bad whilst secretly thinking they're good and giving them guns to fight IS (which is good) but that is another matter.

 

Getting back to Syria.

 

So President Putin ( who is bad, cos he invaded Crimea and the Ukraine and killed lots of folks including that nice Russian man in London with polonium poisoned sushi ) has decided to back Assad ( who is still bad ) by attacking IS ( who are also bad ) which is sort of a good thing?

 

But Putin ( still bad ) thinks the Syrian Rebels ( who are good ) are also bad, and so he bombs them too, much to the annoyance of the Americans ( who are good ) who are busy backing and arming the rebels ( who are also good).

 

Now Iran ( who used to be bad, but now they have agreed not to build any nuclear weapons and bomb Israel are now good ) are going to provide ground troops to support Assad ( still bad ) as are the Russians ( bad ) who now have ground troops and aircraft in Syria.

 

So a Coalition of Assad ( still bad ) Putin ( extra bad ) and the Iranians ( good, but in a bad sort of way ) are going to attack IS ( who are bad ) which is a good thing, but also the Syrian Rebels ( who are good ) which is bad.

 

Now the British ( obviously good, except that nice Mr Corbyn in the corduroy jacket, who is probably bad ) and the Americans ( also good ) cannot attack Assad ( still bad ) for fear of upsetting Putin ( bad ) and Iran ( good / bad) and now they have to accept that Assad might not be that bad after all compared to IS ( who are super bad).

 

So Assad ( bad ) is now probably good, being better than IS ( but let’s face it, drinking your own wee is better than IS so no real choice there ) and since Putin and Iran are also fighting IS that may now make them Good. America ( still Good ) will find it hard to arm a group of rebels being attacked by the Russians for fear of upsetting Mr Putin ( now good ) and that nice mad Ayatollah in Iran ( also Good ) and so they may be forced to say that the Rebels are now Bad, or at the very least abandon them to their fate. This will lead most of them to flee to Turkey and on to Europe or join IS ( still the only constantly bad group).

 

To Sunni Muslims, an attack by Shia Muslims ( Assad and Iran ) backed by Russians will be seen as something of a Holy War, and the ranks of IS will now be seen by the Sunnis as the only Jihadis fighting in the Holy War and hence many Muslims will now see IS as Good ( Doh!.)

 

Sunni Muslims will also see the lack of action by Britain and America in support of their Sunni rebel brothers as something of a betrayal ( mmm.might have a point.) and hence we will be seen as Bad.

 

So now we have America ( now bad ) and Britain ( also bad ) providing limited support to Sunni Rebels ( bad ) many of whom are looking to IS ( Good / bad ) for support against Assad ( now good ) who, along with Iran ( also Good) and Putin ( also, now, unbelievably, Good ) are attempting to retake the country Assad used to run before all this started?

 

So, now you fully understand everything, all your questions are answered!!!!

 

(from a flying friend in Thailand)

Middle EastPresident Assad ( who is bad ) is a nasty guy who got so nasty his people rebelled and the Rebels (who are good) started winning ( Hurrah!).

But then some of the rebels turned a bit nasty and are now called Islamic State ( who are definitely bad!) and some continued to support democracy ( who are still good.)

 

So the Americans ( who are good ) started bombing Islamic State ( who are bad ) and giving arms to the Syrian Rebels ( who are good ) so they could fight Assad ( who is still bad ) which was good.

 

By the way, there is a breakaway state in the north run by the Kurds who want to fight IS ( which is a good

 

thing ) but the Turkish authorities think they are bad, so we have to say they are bad whilst secretly thinking they're good and giving them guns to fight IS (which is good) but that is another matter.

 

Getting back to Syria.

 

So President Putin ( who is bad, cos he invaded Crimea and the Ukraine and killed lots of folks including that nice Russian man in London with polonium poisoned sushi ) has decided to back Assad ( who is still bad ) by attacking IS ( who are also bad ) which is sort of a good thing?

 

But Putin ( still bad ) thinks the Syrian Rebels ( who are good ) are also bad, and so he bombs them too, much to the annoyance of the Americans ( who are good ) who are busy backing and arming the rebels ( who are also good).

 

Now Iran ( who used to be bad, but now they have agreed not to build any nuclear weapons and bomb Israel are now good ) are going to provide ground troops to support Assad ( still bad ) as are the Russians ( bad ) who now have ground troops and aircraft in Syria.

 

So a Coalition of Assad ( still bad ) Putin ( extra bad ) and the Iranians ( good, but in a bad sort of way ) are going to attack IS ( who are bad ) which is a good thing, but also the Syrian Rebels ( who are good ) which is bad.

 

Now the British ( obviously good, except that nice Mr Corbyn in the corduroy jacket, who is probably bad ) and the Americans ( also good ) cannot attack Assad ( still bad ) for fear of upsetting Putin ( bad ) and Iran ( good / bad) and now they have to accept that Assad might not be that bad after all compared to IS ( who are super bad).

 

So Assad ( bad ) is now probably good, being better than IS ( but let’s face it, drinking your own wee is better than IS so no real choice there ) and since Putin and Iran are also fighting IS that may now make them Good. America ( still Good ) will find it hard to arm a group of rebels being attacked by the Russians for fear of upsetting Mr Putin ( now good ) and that nice mad Ayatollah in Iran ( also Good ) and so they may be forced to say that the Rebels are now Bad, or at the very least abandon them to their fate. This will lead most of them to flee to Turkey and on to Europe or join IS ( still the only constantly bad group).

 

To Sunni Muslims, an attack by Shia Muslims ( Assad and Iran ) backed by Russians will be seen as something of a Holy War, and the ranks of IS will now be seen by the Sunnis as the only Jihadis fighting in the Holy War and hence many Muslims will now see IS as Good ( Doh!.)

 

Sunni Muslims will also see the lack of action by Britain and America in support of their Sunni rebel brothers as something of a betrayal ( mmm.might have a point.) and hence we will be seen as Bad.

 

So now we have America ( now bad ) and Britain ( also bad ) providing limited support to Sunni Rebels ( bad ) many of whom are looking to IS ( Good / bad ) for support against Assad ( now good ) who, along with Iran ( also Good) and Putin ( also, now, unbelievably, Good ) are attempting to retake the country Assad used to run before all this started?

 

So, now you fully understand everything, all your questions are answered!!!!

 

(from a flying friend in Thailand)

Confidence for a pilot is a bit like money in the bank. You have to build up enough in the account until it begins paying some useful interest. Then you use the interest to get what you want whilst not having to draw down on the capital, so it is there and continues paying interest.Confidence comes from flying frequently, but also from having instructors who recogise what you are apprehensive about and take steps to get you through your fears by explaining things properly first, then demonstrating them with you in the aeroplane, then getting you to demonstrate them without the assistance of the instructor, to the point where you are so familiar with the manoeuvre it is no longer an issue.

 

Stall and recovery is a typical case in point. Many, many students have an intrinsic fear of this "perilous and dangerous manoeuvre" because they don't know what causes it and how to recover. Once it is explained as a knowable and repeatable phenomenon, in which you can maintain control of the aeroplane at all times, then the fear is replaced by knowledge - and knowledge is power. With knowledge comes confidence.

 

Turbulent air isn't fun to fly in at all, and we need to remember that basically we are all flying for fun - even instructors are flying for fun because you can't make any sort of living out of teaching people to fly RA-Aus aeroplanes. A good instructor will recognise when the air has become such that the student has stopped learning and will call a halt to the flight before the student loses the confidence he or she has been trying to gain for the lesson. The instructor will say something like:-

 

"In my opinion the air has changed and we are now at a point where it isn't fair to try and teach you to fly in these conditions so we will land and call it a day". (I have yet to meet a student-pilot who hasn't agreed with this statement!)

 

The student will appreciate the instructor's judgement because it reinforces their own appraisal of the conditions - and thus their confidence is enhanced. It is also quite likely the student was simply too afraid to suggest stopping ("my instructor can fly in this so I should be able to, too"). Instructors can fly under far more taxing conditions that students, and there is always a commercial imperative to make the aeroplane "earn its keep" but the needs and progress of the student must take first place in these conflicting requirements. It is basically unfair and discourteous to try and teach a student in air they simply cannot learn in. It's also commercially very poor business practice.

 

Every pilot sets their personal limit as to the conditions in which they are prepared to fly or not. Some are very conservative, and live long lives although they may not accrue as many flying-hours as those of a more "adventurous" disposition. Others are bolder, and live more exciting, but possibly shorter, lives. "There are old pilots and there are bold pilots, but there are no old, bold pilots" is a truism which contains much wisdom behind its obvious triteness.

 

To gain confidence, fly as often as you can. Fly in the best conditions you can. Build up that "bank-account", little by little, until it begins paying interest. It is said the student pilot begins learning to fly with two buckets; one marked "Luck", which is full, and one marked "Experience" - which is empty. The trick is to fill the bucket marked "Experience" before the bucket marked "Luck" is empty. A third bucket, marked "Confidence", is attached to the bucket marked "Experience", and (miraculously) they fill at exactly the same rate. Experience comes from flying regularly and flying well, with good decision-making allied with a knowledge of when it is better to be on the gound than in the air.

 

Most pilots are obssessed with how many flying-hours they have already done. For quite a few of us the better yardstick is "how many flying-hours are left in me", and the corollary of that is "how many of the flying-hours I have already done that I treasure as great moments in my life?"

 

An experienced pilot is a confident pilot, and pilots gain experience by having experiences - both good and bad! Good experiences build up the confidence in that bank-account. Bad ones force you to make a small withdrawal. Maximise the good experiences and keep the bad ones to an absolute minimum. Trust your instructor's judgement, but if you feel it is flawed, then be prepared to question it. A good instructor will not be offended but will appreciate your concerns. Instructors really crave feedback from students; continued dumb acquiescence isn't exactly reassuring if the instructor suspects the student is having difficulties but refuses to acknowledge them.

 

Find instructors who recognise your personal limits and stick within them. If you're not happy with the conditions, say so now rather than sticking with it because the instructor seems quite happy to grind away. Above all, recognise that instructors are not God - they are simply experienced pilots who have an ability to pass on knowledge to the next generation of pilots, and who have a desire to do so for whatever reasons. They are guides on a journey of discoveryand most of them want their students to be the best pilots they can be. Most students are just happy to find an instructor who relates to them and recognises their limitations and doesn't ask them to exceed them. The student-instructor relationship and dynamic is critical to the building of confidence. Like students, instructor are human, and fallible too.

I could feel the confidence building just by reading your post

Welcome to the nervous pilots club, you are not alone I have the same problem, I started flying around ten years ago. I purchased my own plane but prefer to fly with another pilot or passenger.

I have been on about fore or five flights of one or two hours,tho most of the time just short half hour flights to the training area and back

Some times changing my mind after climb out and only doing the one circuit.

I have just had a three month break from flying so I am about to try again with instructor and to

There are a lot of folk that say you would never get me up in one of those things, or if they ever did never ever want to do it again

Us nervous pilots are some who are in-between

shafs64

Hmm I wonder if we can find a nervous pilots club. or maybe I should say join the club. You are not alone I have had the same problem since I started flying 10 years ago

Almost to the point that I will not go up without company preferably of another pilot. And even then I somehow get out of my comfort zone. some times only doing one circuit and wanting to come back down

I have just had three months from flying for different reasons and am about to get back into it with a bit of a refresher course

Methinks being this time of the year, we will be having some pretty hot days for the trip, early starts should give us a 4 hour trip, with a long lunch and afternoon tea, then maybe a couple of hours flying late afternoon before sunset

Thanks Phil

I have just contacted Jake, he has got me on the right track

Cheers Dave

I am in the course of purchasing a new Tecnam Eaglet, and I am considering in having a I pad mounted in or on the dash with Ozrunways program. Also thinking of having autopilot can any one tell me if they would be compatible.

A few have mentioned that a Trutrak Autopilot would be most suitable in a LSA

I am in the course of purchasing a new Tecnam Eaglet, and I am considering in having a I pad mounted in or on the dash with Ozrunways program. Also thinking of having autopilot can any one tell me if they would be compatible.

A few have mentioned that a Trutrak Autopilot would be most suitable in a LSA

I would like one how do I order it

[ATTACH=full]31640[/ATTACH]Not sure if theres any others. But these are the only airfields in ozrunways

Also it may be worth calling. A freind told me some airports will accept you without an asic as long as they know you are coming. They will apparently escort you???

 

ive not tried this but it could be worth a phone call??

Old K, always optimistic. We can dream . . . That one day common sense will stage a comeback and infect the odd Government office.(How's the sun up,in Darwin? Wouldn't mind getting out of a Winter for a while myself)

 

Don

As stated my friend is flying my Tecnam to Whyalla She has no ASIC and wants to stay leagle without having to pay a fine no one is flying with her with an ASIC

so an alternitive airstrip is required in reasonable proximity to Whyalla

I have a friend who intends to fly my Tecnam toWhyalla in SAthis coming weekend

Problem she has no ASIC and cannot land at Whyalla Airport can anyone suggest a suitable landing strip in the vicinity

I have a friend who intends to fly my Tecnam toWhyalla this coming weekend

Problem she has no ASIC and cannot land at Whyalla Airport can anyone suggest a suitable landing strip in the vicinity

In trying to get my head around in what went wrong. I believe that the pilot and passenger had just departed an airfield at Rowland flat. So I imagine they would have been on climb out and if facing the hi ground they would have had to do a climbing turn at around 500 ft being a very cloudy and fogy morning and have found themselves in cloud and unable to put the nose down. I am terrified just thinking of this

I don't know about unleaded petrol, but back in 1954 I was uncrating bren gun carriers that had been in boxes since the war, ie 8 years. Some had fuel in and we would always give them a try after assembly to see if they would run. I reckon about 50% ran OK, the rest we had to clean the carbie. The engine was a side valve Ford V8.Don't think I would like to try fuel over a year old in a plane and I believe the contents change with the weather, ie more volatile in cold weather.

have you thought about buying a lot of 10 ltr containers. The reasoning around this is they are easy to transport, are around what you can lift to a high wing fill point, and each is sealed to keep out water and condensation. It is also easy to refill when half are empty.

Thanks Alan

I think along those lines also

Hey JJ,Thanks for that, I'll keep you in mind if we end up going that way (we've got a few months, so you may have sold it by then!).

PF.

lawn mowers and two stroke engines I understand leave a bit to be desired when using old fuel

I wonder how many of us were not aware of it, we had a 1 in 4 chance of it going on the right way, from not being aware of it A very big lesson learnt

The restricter is ment to be in the return line back to the fuel tank. Yes if it was in a carb-supply line it would cause dramas. It's also there to prevent over-pressurzation of the carbs with the boost pump on. The Rotax diagram in the Service and Maintenance manuals show this quite clearly. I'm sure once you get things sorted it'll all be sweet again !....there are always people on this forum who have been there before ready to help.............Maj...

We have found two restricter one on a T piece just after the outlet from the fuel pump that goes inline with an outlet on one side to return back to the tank, the other one that we had problem with was on the four way, one side being the inlet one either side going to the carbs. and the fourth one going to the fuel pressure gauge being restricted. some how we did not pick up on this one in the manual

Dave

There are two restricter the first one is on the side of a T piece on the outlet side of the mechanical fuel pump, that returns fuel back to the fuel tank, the one we had our problem with is a little further along the same fuel line it is a four way section with fuel going in from the line, an outlet on either side going to the carbs and the one going straight on restricted to the fuel pressure gauge. some how we missed this in the manual

Dave

There are two restricter the first one is on the side of a T piece on the outlet side of the mechanical fuel pump, that returns fuel back to the fuel tank, the one we had our problem with is a little further along the same fuel line it is a four way section with fuel going in from the line, an outlet on either side going to the carbs and the one going straight on restricted to the fuel pressure gauge. some how we missed this in the manual

Dave

We have found two restricter one on a T piece just after the outlet from the fuel pump that goes inline with an outlet on one side to return back to the tank, the other one that we had problem with was on the four way, one side being the inlet one either side going to the carbs. and the fourth one going to the fuel pressure gauge being restricted. some how we did not pick up on this one in the manual

Dave

Thank you and every one else for there concern

My Mechanic Len checked out the plane this morning upon taking it for a test flight found the same problem, with a bit of vibration and definite lose of power. So back to the hangar and a thorough check of all the fuel system, we found the problem. The fuel line star that's a 4 way section that distributes the fuel to both carburettors and to the fuel pressure gauge had been inadvertently put back the wrong way, with restricted supply to one of the carburettors, instead of to the fuel pressure gauge

Once again a lesson learnt one cannot afford to not pay full attention to the smallest of parts This little 4 way piece of junction pipe has a restriction that can be easily overlooked at the best of times

Cheers Dave