David Isaac

The confidentiality undertaking should simply be an undertaking of the representative member to maintain the confidentiality of those matters that need to confidential. By that I mean an agreement in simple terms to maintain the confidentiality of 'in camera' discussions, simply a statement of decency. If it is anything more than that (and it certainly was at the time Don Ramsay came onto the Board) then there is a real problem. The confidentiality agreement at the time was arguably onerous and illegal and was changed. There can be no argument that sustains the actual confidentiality undertaking is confidential, so there can be no valid reason not to put it up in its current form for us to see

What magnificent scenery, what a great adventure that would be three fixed and a couple of egg beaters. My heart goes pitter patter. I wouldn't want the fuel bill in the R44s, those Aircams would be a lot more economical than the IO-540s in the 44s.

The members are the problem and the members are the solution.

Yep Richard. But been real busy moving house and renovating the new one also got stuck on a job in Victoria for weeks root to Christmas.

Yep the rigger caused that accident, obviously very poorly briefed. The poor pilot it must have scared the crap out of him, lucky he is alive.

Good to hear he survived Franko.

Hes not a bad bloke either ..... (you can pay me later Arthur)

Of course Matty Weber at Luskintyre is a champion with R&T and because of that is pretty much booked out for over 12 months. Sigh. You'd thinkni would have got my act together by now and done mine. Daffyd, after that enlightenment about the leading edge structure I am getting inspection holes cut in my wings to check the structure. Mine was rebuilt on 1998 but unfortunately the builder has since deceased so I don't know what they used to rebuild the wing.

Well if he was doing 100 on final, it would never land no matter what he did. It would take a lot of runway to reduce from 100 to flare speed.

LOL, Yeah. Well I might not be as strong, but there is no match for old age and treachery . Properly maintained an old DH 82 is probably as strong or even stronger than the original frame. Hit the water at speed and the strength is of little relevance. Bloody sad to lose folks in that manner.

Don't laugh Pud. Wyong Council made us do exactly that at Warnervale Airport. And to cap it off, all us pilots who have been around aircraft all our lives had to be inducted at our own airport (Renewed annually) and now have to have flashing lights on our vehicles and wear high viz vests when we are on the airside; and Warnervale is just a bloody ALA. PARANOID council and perceived liabilities ........ When are we ever going to learn that we will never be able to protect idiots from themselves.

Good on youGarry, How come ya didn't bring any Trout back to Taree, we could have had a Trout barbe ... Nothing quite like fresh wild Trout. LOL.

Steve, the only category you could build a twin ultralight here is the 95-10 category, it would have to be under 300Kg MTOW as you know.

Yeah I remember the Wren, quite some mods especially that canard. I wondered what happened to it.

I have to laugh James ... I think it is a privilege to provide entertainment to onlookers during crosswind landings ... you know that no one is looking when you grease it on, that is Murphy's law. I remember many years ago I provided real entertainment to the crowd in a landing that I completely cocked up in the Citabria, I might also add that I scared the absolute crap out of myself. When I finally composed myself and eventually did land the bugga I immediately grabbed an instructor and said can we do this all again and see where I went wrong .... best thing I ever did. Tail draggers have bitten me several times , just when you least expect it and they remind you how lively they are. I just absolutely love the challenge of flying and landing tail draggers. They nick named me 'Fred Astair' at Warnervale many years ago as I used to practice tap dancing down the runway up one one wheel and back again. I'd be a fair bit stale on that these days as I haven't flown a GA tail dragger for a while. Can't wait to get back in the Auster soon.

Runway consists of the whole area within the boundary markers and is there for landing purposes, the runway strip is usually the primary landing area and usually of a better surface quality, but is not the only approved area to land. Landing diagonally or off or on the runway strip is a permitted normal use and would not constitute an incident. However, if you landed across the strip as I had earlier suggested in sever crosswinds with no other options available and you managed to pull up within the gable markers that would not be an incident IMHO, go outside the gable markers landing across the strip at anything more than taxi speed would probably constitute an incident, but preferable to landing on a public road IMHO.

I love it Pots ... actually if the wind was 25 knots, my flare and hold off would be a hover and zero rollout in the Auster. Using full flap Vso is 24 knots, I would be just praying for no windshear LOL. Remember the guy who designed the Cub also designed the Auster (AG Taylor of Piper/Taylorcraft/Auster fame). I just love this STOL stuff.

Can someone advise me on the engine out glide speed of the Glassair? It would be pretty hot would it not and you would need a fair bit of clear space. They probably didn't see the power lines until too late to avoid them. They may have stood a chance but for the lines. The goal posts I would imagine are less a hazard than those bloody wires. Poor buggas

That's her Lyle, quite a remarkable woman.

If you are in the 40/50 age group, 75% burns is extremely high risk. Burns are one of the most terrible of injuries, my heart goes out to the poor soul and his family. The big plus for him is that the most advanced treatment for burns and skin replacement technology was invented in Perth by a brilliant female doctor whose name eludes me at the moment. Hang in there buddy ....

Or if you are in an Auster, approach at 40knots with full flap and land across the strip, choose a spot with a taxi way adjacent to the strip ... Oh and you had better broadcast your intentions. With a decent cross wind you would probably stop in less than 7o metres.

Yeah, Matty you could be right, the tail is a little too swept back for a 180, sure sounded like a 6 cylinder and the way the wheel hung out the back made me think it was a C180.

How the hell he maintained control in that little bit of low level tap dancing is amazing in a tail dragger. Apart from the fact he should have gone around (you could see the gusting wind in the tree movement), that was an amazing bit of control. Notice his "controlled ground loop" at the end. Able to be done because his ground speed was so low and swinging it into wind meant he wasn't going to go over. Sounded and looked like a C180, I love those old birds ...heaps of rudder and aileron authority, pretty evident in that example. The amazing part is he got it down ... was it skill, definitely a lot of that or he would have lost it. Was it good luck, maybe a bit of that too given what we witnessed. He was lucky the runway was that wide.

Cute little Kitten ... Love the sound of that two potter. Is the brand 'Global'? Never heard of it.

Interesting, my Auster J1B flaps are designated by the following four terms in the POH: UP Takeoff (first position on ratchet) Landing (second position on ratchet) Full (third position on ratchet) Full is interesting and is used for short field approaches or approaches to clear obstacles. Approach speed is 40 knots with full flap, but the sink is high and you need a fair amount of power to arrest the sink rate on approach but it is a very effective short field method.