Bigglesworth

I haven't seen the CASA video, but rest assured that my training included a pretty simple but lasting illustration. ("Close your eyes, I'll throw the plane about a bit, now get her straight. Ok, open eyes, and now recover." <I was in a balanced and level turn, pretty good in hindsight>) But I do remember reading a book by one of the early aircraft manufacturers in England who was saying that a lot of pilots used to go through cloud to get above it with hardly any instruments (not to mention WWI pilots hiding in it (ref username)) and he can only conclude that if you don't know the danger you're more relaxed and likely to hold a steady climb, whereas once you focus, you're gone. I do want to get my instrument rating. A bit of time in a hood was more mind-bending than hallucinogenic drugs (not that I'd know) and I'd like to get on top of it someday.

I bought a set of Telex Stratus 50d headsets....... Very nice. I have only been using them passive recently so i can keep an ear on the motor, but even without the ANR they are nice. They take 12v or batteries and can interface with phone and mp3 player. Mic didn't work to well on phone when i tried, but the audio is Very good. As an audiophile, i don't want to come down for the sake of the music as well as everything else. Every take off and landing I think of my good friend who is a hostess who's job is telling people to turn ipods off twice per flight. (NB, I was hoping the training course would teach her that a pilot is always right. But apparently there was more on 'how to order people around :( )

Thanks, seems to clear that up. As for now I think I'll just continue to go the long way around. Its not that much further and much better ground to be over just in case the motor has a 'Jabiru moment' :) Nb, before i get flamed for that, just check the accident report almost every month for jabs that stop without warning. And you have a lot of time to think about it as the solid bush keeps coming...

Hi all, I'm trying to find out the easiest way to go north (coastal) from far south coast NSW. So first one has to get through the Nowra Naval airspace, and then there is Sydney and then Newcastle Naval airspace. And then there may be the issue of terrain. So far, when travelling north I have taken the inland route, but the fastest distance between two points is a straight line. To get through the Naval airspace, does one need to be Controlled Airspace endorsed? Or can one just have a transponder? Also, does controlled airspace require a transponder WITH ALTITUDE? Because I could pick up a cheap 2nd hand one on ebay otherwise, and then get a TSO altimeter and a PPL and be fine for CTA. To get through Sydney, what is the rule there? I was told that you can take the designated route without a transponder or anything CTA? Also, I have people I would like to visit in North Sydney, where would be the best airstrip in that area that I go to, land and park for a day or 2? Thanks for your help, Joshua

Or Jessica Simpson. Not enough plastic in it to be Jacko. Besides, when HE died he stayed down. This plane so far has a habit of getting back up. Mind you, I need to last more than 8 seconds...... (no jokes about 8 seconds vs 6 minutes ;) )

Hey Liz, Don't worry, I'll behave myself. I'm definately bringing Cowboy Up to Jaspers sometime. Did you mean ticked up or tricked up? ticked up just means safe and legal again. Tricked up is when I put the Ned Kelly silhouettes on the tail, the buffalo horns on top of the cowl, an RMW flag on the antenna and change the rego to what I wanted but couldn't afford (see attachment). And before the anyone says this sounds cowboyish, I'll tell them I'm joking. (But it would look good. We should have a B'n'S category at NATFLY)

More to the point "patience mate, patience" Actually, thanks, you've rescued me AGAIN. I had no idea that a condition report was an official document that can be easily downloaded and conformed to. Easy does it. I'll contact Rex tomorrow to see when he can drop in to Frogs, WHEN I get the plane there. I just didn't want to have him stuck in the middle. I think I owe you a case by now. :) Will be paid when I get back out to Jaspers on about the 4th.

More advice needed So I'm thinking I have the personal licence bit covered, now I have to deal with the request for a plane inspection. This is the part of the email I got: I would like you to have an independent L2 conduct an aircraft condition report on your aeroplane before you fly it again. So you need to arrange for someone to have a look at it. This being due to the numerous incidents you have had in the aircraft. Now, for starters, I was under the impression that I came to RAA to do my own repairs and maintenance. In fact, if they're still doing L2 courses I'd be interested since I have a background in mechanics. That aside. It was fixed by the original builder with advice from the designer. The motor was checked by Hawker Pacific, and rebuilt by me (read that bit about mechanic if that sounds scary. They're a very basic motor compared to some things I've worked on) Before Mick sent me the above, I took it flying for just over 15 hours. (I originally posted 20, in between I checked the plane log). Now its obvious to anyone who knows mechanics that there is a limit to how much can be checked without a full strip. So I can't go to Rex (the local LAME/L4) and ask him to sign it off on looking at the outer skin since I can't expect him to put his licence on the line for my work. What I'm hoping to do is to be able to get Mick to change the requirement to re-do original test flying. I feel that getting an independant mechanic to look at it now won't pick up anything which could be an issue, and if the mechanic had to do a full strip and inspection it goes against the spirit of recreational. Do you think I will be able to sway him when he gets back after the holidays? Or does anyone have any better ideas, or do you know what the legal/precedent situation is here?

Actually as far as I know, I have done nothing (or minimal) technically illegal. I've had a breif look at the ops manual and the only grounds I can see for Raa to be able to ground me until a full review was done was Section 2:14 If their activities brought the name of RAA into disrepute. As I said earlier, Andy did convince me that "technically I was right" is not much help on a headstone. As for the rest, you'll have to speak to my agent about celebrity......I'm in rehab :s

Objection: Are you insinuating that I am now, or ever was, ILLEGAL???? :p :) (jk, thanks) @Ultralights, good meeting you as well, Jaspers seems like a good place to hang out so I'll probably be back someday and catch up again. When does RAA office open again?

Thanks for the positive comments, guys. I'm now waiting for a response from the powers that be about whether we've ticked all the neccessary boxes and that I'm legal to fly again, I'm also waiting to organise a check of some sort on the Cheetah. Had the motor running today to check its all still going well, and it sounded very keen to be put back to work. :) I also have to put the other half of the roof on my hangar and get the plane there, but thats not too difficult. The sky is calling

Hello everyone (happy Christmas, New Year [and might as well include Easter while I'm spreading the love]) If any of you read my last thread http://www.recreationalflying.com/showthread.php/128214-Help-advice-needed-on-BFR-with-complications then you'll know that I was stuck in a bit of a hole with getting my license current. Well, I'd like to publicly thank Mozartmerv (and his first officer) for help and patience in getting things (read *me*) straightened out as much as possible. Andy and Liz spent about a day and a half with me talking about planes, laws, techniques and the fact that only cats have 9 lives and a headstone with "technically I was in the right" is small consolation. Had a great time there, I got to work out how to fly a Jabiru under Liz's competant supervision. Andy and Liz tried to sell me on 6 minute markers for navigation, which we debated for a fair while. I see their use and promised that when I get my licence and plane back I'll give them a proper workout by doing a multi hour nav over somwhere without features and with the GPS turned off. (it was a bit hard to get a fair judgement on a coastal nav) Andy ended the 2nd day with a nav with all sorts thrown in, and gave me a lot of very useful, practical tips. All in all, I learned a hell of a lot, and can't wait to get back in the air to try out a few things. He set me the challenge that I should learn to fly to instructor standard, and in doing so, the professional attitude will stick. The challenge is on. Just give me a plane and a bit of time and you can check my circuits with my builder's square (the new laser one I bought for christmas :) ) AND I'll find Ayers rock with just a compass and a watch. AND every landing and practice forced landing will be perfect. More power to Mozart, and if anyone out there is looking for an instructor who can talk clear common sense, head to Jasper's Brush. :thumb_up:

It never says they CAN'T. But as far as I know they never have. Is it really stupid assess the safety-in-a-crash before you buy a plane? Can you imagine a high wing, snub nose plane landing on a beach with very soft sand and crosswise dunes?

I can't argue that, but if Mick thinks that he can have a 10 minute chat to me after I just got off an all night bus ride with 2 forced landings spinning in my head (and other things) and expect me to remember it exactly, well, sorry to dissapoint. I kind of recall him saying he would get to me about it since he might be in the area soon or something and I was waiting for a letter or something. After a year one tends to forget. I did a review anyway. Was with a GA instructor and I never told Mick about it.

@ Mozartmerv I appreciate the offer, and if I was closer I would take you up on it. In fact, BFR or not, I'll be in Nowra over holidays, could we catch up for a chat somewhere? As to your comments, don't think I'm defending myself and saying I'm perfect, because I'm not. But for clarification: As for point a: (posting on the forums), thats me being a bit cynical. If you dig out the archives, you'll see why when you see the replies. Mind you, stories are told in the accent on the interesting, but I had copped a fair bit of flak for being near a cloud when it turns out (as I knew all along) it was legal (and safe) etc. My stories are actually not very interesting when compared to some others in the clubhouse, but the others don't try them out here. Basically I meant that even when remaining inside the specs, I still got branded as a rouge. the 2nd forced landing was a short strip (hence the earlier incidents). Either push it to the limit on final and risk windshear, or force it on the ground to brake or risk the trees at the end. I'm sure a better pilot could have succeeded where I failed, and as soon as I've got my licence back, I will really enjoy giving myself a seriously long (like 6 hours min) set of circuits until I depend on myself a bit better. My attitude that people complain about has always included to try to be as good as possible BEFORE attempting anything requiring any skill. NB I have also done (INSTRUCTED) wing overs in a Gazelle. Mind you, we kept the speed below 83kts (IIRC, I know they dropped the VNE of a gazelle about that time.) Haven't done anything above 60 degrees in the Cheetah.

Sorry for defending myself so snappily at times, @Ignition I have no doubt you can understand him if he's talking to you. And I am NOT trying to say anything bad about him, except for the fact that even BEFORE I went there, he never really spoke to me anyway. So he wasn't exactly in a normal mood in the cockpit. Maybe ask him why he dislikes me, since I'm not sure. Everyone else there is friendly. I mentioned that bit about left and right because it happened. I had to confirm just about every thing he said. Maybe he would say I'm deaf. Maybe. The reason I posted it all here is because I started getting the idea that I was beating my head against a brick wall. First Mick won't communicate with me, then when I do all the proper arranging, it turns out to be a multiple trip the the airport test, when I would have thought they might have some idea how busy I am. As I said, book an entire day if need be. AT LEAST TELL ME. Then CFI stops the test halfway. HE DIDN'T FAIL ME. I have no idea what he assessed me at. (I know my opinion of myself is low). There is no option to go back. Not now, not later. CFI refused to fly with me. So I practically wasted a day (not fully, I had a slight refresher) So I was getting the feeling of running into a wall wherever I went. So I put it public (hence why I wanted to use real names) to get a 2nd opinon so I could somehow contact Mick (if he doesn't read this) and say "Come on mate, I understand you want a review, but this is looking like you're just trying to ground me in dead ends" As for going somewhere else. Well, CFI told me I have to. And for those who think I need to go back, well, does that mean that all other instructors would let someone fly who shouldn't be? There are many instructors out there, and I would think that if Raa (and CASA) think they are capable of giving a licence, then they are also capable of checking someone out. I just don't want to be stuck in an endless game of follow this piece of red tape until you reach another dead end.

Ok, I'm listening. Can someone TELL me these decisions I've been making incorrectly? Or shall I just keep getting encouragement in the form of telling me to get some more training and then killing myself? (I know thats purposely mis-read) Did anyone read the bit where I booked in for lessons/refresher? Maybe I forgot to mention that if I haven't been flying for a while I will always get a review done in any case. Last one was with the other instructor at Moruya who's a good bloke, checked me out in 0.7 hour and then had a beer together and talked about what I need to work on etc. So where's all the wrong decisions?

@Ignition Obviously you know who I am talking about. I am not saying anything at all about his experience, he is a very good pilot, I know that. I have known him for a long time, since I call in at the aeroclub every now and then since most of the instructors have been friendly and good to chat to. Its a good way to keep up to date with aviation news etc. Anyway, in that time, I have never had a conversation with CFI. Before this flight, the last he spoke to me was to complain that I had left my car in his way while I was on a 2 day nav. Apparently he had to walk around it twice from what I gathered. Everyone else was glad to see the plane was back up and all good. So, when I say 'failed before walked in' it means that before I even got in the aircraft, I was getting roused at, and nothing to do with airmanship. As for the test. I admit that I probably failed on some points. I have said that a few times. I know I need a good refresher. I'm not trying to justify myself there. CFI hardly spoke to me the whole time, landed and said "I don't want to continue this review with you, I don't want to fly with someone with that attitude" (or something similar) And I can tell you I had my attitude well under control. Maybe he thought I was questioning his instructions when he muttered "climbing stall to left" And I was only just caught it and was like: "Confirm, was that a climbing stall turn to right or left?" His reply was not exactly in a friendly tone. I DID study my ops manual, and the latest VFG (even though I've been working away during the week and didn't have much time or books to do so) And a lot of good it did me since CFI practically kicked me out of the clubhouse after that. I went to Moruya for the test knowing it was with him. I did as was asked to the best I could understand, I paid for the flying time, (although all MY work comes with a satisfaction guarantee, and if you leave a job half finished in my line of work (carpentry) there's normally no pay). After he told me that I hung around until the other instructor landed and I told him what happened and said "I don't care if you can't do the test as such, I want to get my flying standard back up, do you have time to do a refresher in anything with wings on it?" Unfortunately he was booked out. My next move was to contact the Merimbula CFI, not knowing that he was RAA, I was just going to do an hour or 2 dual to get back flying. (a bit cheaper since it would be in a mate's 150 with only instructor time) Before it all, I tried many times to contact Mick to find out the details and wasn't successful. No-one told me about the 2 times test until I was at Moruya. Well, I'm sort of busy. Book in a 2 hour session then. Heck, make it 3 to be safe. A flying hour isn't worth what a day off work and drive to Moruya is. You still think I should take it as constructive critisicm? I call it getting (snipped by mod) around. I was sent somewhere with no prior briefing, the CFI knows me (I did my last BFR with him) and I haven't changed. If he didn't want to do it, well then at least tell me before hand. Thats a lot spent for very little. I STILL haven't heard back from Mick about getting an L2 inspection. So what the go is there I don't know. Even when I posted the original thread, it got pulled for a day so the names could be taken out. Anything else want to be against me? I'm NOT claiming that a: Mick is wrong to want a review (even though I've been through a few before. It still makes sense from his point of view) b: I should have been passed by the CFI Its perfectly understandable to want the review done. Its totally possible that my flying and theory is that rusty that I would fail. I am not questioning that. Even throw the OPS manual at me. And the CARs and CAOs if you want. I don't say I don't fear them, but I would understand it. Just PLEASE don't (snipped by mod) me around like that. I'll do the test with Merimbula CFI when I have time which is not this weekend :( and see what he says. @cficare < I'll already appologise, I'm in a paraniod mood right now> Since my earlier incidents (in which, I repeat, NO-ONE got injured) I have played reasonably above board. Is it 'pushing my luck' to have an engine failure? Is it 'pushing my luck to expect an engine which Jabiru gave a conditional OK, and has run for 2 hours to continue for 20 minutes more? What was lacking in walking away unscathed from 2 engine failures in a row? Even if one damaged the plane. Is it 'Pushing my luck' to get advice from all the experts I could find from Hawker Pacific, to Jabiru, to a Lame, to the designer, to do repairs? Where did I push my luck when I got Mick's email and booked in a flight and turned up with a wallet of hard earned money to spend on half a day of revision and testing? Seriously, is the whole thing really just normal and I'm the odd one out? with all due respect, Joshua

Thanks everyone, @ ViewfromRright, I know I needed a brush up, and I told Sheldon this when I booked it. I was fully prepared to do either a longer session or 2 for the sake of getting my flying back to level. I wouldn't want to go for a fly in my current state, no matter what any requirements are. As for correspondance with Mick. I tried calling him almost every day for about a week, but he kept being in meetings and not returning my calls. So I had no idea from him on what the situation was. I never spoke to the Moruya CFI, since he hardly talks to me at the best of time, but the other instructor told me that he had booked me in at 2pm, and allowed the rest of the day for revision and theory test, and that I should brush up on the ops manual. That was all I knew. Thanks a lot to Nong, I really appreciate the offer, also to Motzartmerv who PMed me with a similar offer. I have since found out that the CFI in Merimbula is RAA rated, and he thinks he can do it in a 150 (he is very GA and doesn't have an ultralight there). I tried telling him to the situation and to contact Mick, but he was too busy telling me that while my flying standard was high enough last time we flew together, conversations on safety left him feeling that I had too little respect for my own safety etc. Here's where I shut up and say "yes, you're right, no excuse, was a lot younger at the time etc." So when I have time I'll go do a check with him (next week sometime). Since I can't reach Mick (he still hasn't replied to my last email about the aircraft and inspection), and I don't think the CFI will, I'll just have to do a comprehensive, GA standard check, and brush up on all rusty skills, and take it from there. I'll see how that goes. Thanks for help, Joshua

This post has been moderated to remove some named parties and events. - Mod Hello everyone, Sorry I've been off the forums for ages, but I've been busy <insert other excuses here if thats not good enough :) > I need some advice on an aeroplane/RAA/CFI problem. I'll explain it. I think most of the regulars on this forum know a bit about my history, but for newcomers, here's a breif syopsis: I built my Cheetah when I was 20 (3 years ago) and thought it a great fun toy. However, when you're a 20 year old country boy, toys are often pushed to extremes (like most boys do with utes and circlework etc, I had the same attitude to flying). Unfortunately I had the stupidity to a: let people on this forum know I was having a good time enjoying the more fun parts of flying b: make a couple of errors of judgement and tried to get onto paddock strip in questionable weather and experience, and twice in a matter of months I did a nosleg. Never hurt myself, and no problems patching up the plane (this is why I bought a strong, safe-in-an-incident (won't roll over), easy-to-fix plane. Also this is why I wanted my own plane rather than using a club plane.) Obviously those in charge never like things like this, so when I went for my next BFR they already were a bit stricter. Anyway, after that I shifted the plane to a better strip (Frogs Hollow), and operated out of there for a while with no incidents. Last March I was all set to fly down to Avalon. I did a good pre-flight on her and noticed an oil cooler hose was slightly chafed. So I replaced it with a peice from AutoPro. I later found out that other people have also used after market hose with mixed success. It wasn't OK. It failed on me over Eden. Revs dropped, smoke came from the engine, and oil pressure was gone. With Merimbula airport in sight, I had to make a decision that I was unlikely to make it, so I turned engine off to minimise damage, and did my best with the beach. That story is told here Aslings plane crash - Local News - News - General - Magnet The untold bit is that the damage was so minimal that I had her all good again by that afternoon. Put the old hose back on because it wasn't really all that bad (from advice from Jabiru). Did all tests that Jabiru recommended. Ground run the engine for 2 hours next morning. And according to the Jab tech team it SHOULD be right, BUT better off to circle an airstrip for about 6 hours. OK, well I had returned the trailer, BUT we had a paddock that I had used before, although in the current weather (windy) I would have a hard job landing. 20 mins to Frogs Hollow over semi-OK country. I had it running for 2 hours. And I had mates depending on me getting to Avalon to get free tickts, and I was still on an adrenalin high from the day before. I took off, Climbed to 2000 feet when it started missing and running rough. Not badly, but I wasn't going to risk it. With serious fears, I came back to the same strip which I had done the earlier incidents in weather like this. (I also had used it a fair few times sucessfully, very weather dependant. Oh, and I'll admit my time on the plane was not enough to be able to optimise a landing where windshear is almost guaranteed) Since I didn't want to depend on power for a go-round, I came in as slow as I could. And at 10 feet above the ground I was all on track nicely. But then the wind (or maybe just me. I'll admit it) dropped me. Ended up sliding into the fence with major airframe damage. Still not a scratch on me. OK Now the interesting part: So I meet Mick Poole at Avalon. I explained the story, and he still didn't seem very sympathetic and mentioned something about wanting a flight review done, and a bit of other things. I sent in accident/incident reports for both landings. I had the engine inspected by Hawker Pacific, I gave it new pistons all around (BTW, original lack of oil scored the skirt, and then when I took off, enough oil got onto the plugs to foul them). Rebuilt engine to Jabiru's recommendations (I'm a mechanic), and then did repairs to the airframe with advice from Garry Morgan (the designer). Meanwhile I hadn't heard from Mick to know what exaclty he wanted, so I totally forgot that over the year it took to get everything done (I have less spare time than when I built it). So I renewed my license and rego, did a refresher flight with an instructor and had a good talk about flying. And then took my plane to Moruya, and repeated most of what I did in my original test flying. I wanted to build her a hangar at Frogs Hollow, so I put her in storage and have almost finished the hangar. About a month ago Mick Poole writes to me to say words to the effect of "what happened to the review I asked for?" I tried to contact him to ask exactly what he wanted: Full L2 inspection of plane BEFORE it flies And full review of me. My testing instructor is to get special instructions from him. OK, well I wanted a refresher flight. I haven't been up for over 6 months, and have forgotten a lot of habits etc. And my BFR needs doing. So no worries. I booked that in Moruya and was a bit worried that it had to be done with someone, whom I had never got along well with. As for the L2 inspection I wrote to Mick pointing out the hours since, and that it had been repaired by the original builder to specs by the designer and manufacturer. Haven't heard from him. So I get to Moruya yesterdayand feel that I was failed before I walked in. Which did nothing for me trying to remember everything which normally comes naturally. OK, I admit my procedures were not the best, and there were a few things I had forgotten (such as all the aronyms in HASSELL. Mind you I still had all the elements of it). But it doesn't excuse the reaction when I asked if it was normal and neccessary for a BFR to be in 2 flights, (the 2nd to cover nav). I have to drive an hour each way to airport, and make time for it, I had hoped they planned to do it in one section. Especially since my nav theory was learned to GA standards, and when doing prac, I could ded-reckon in flight to good accuracy when my instructor admitted that he does it all before hand because he has trouble doing it in flight. I have never come close to being lost. I turn the GPS off to save batteries often. Back to the cockpit. The examiner was not saying more than a muttered instruction, which I would have to ask to confirm every time, and pouncing on me if the balance ball went out while I was distracted looking for planes before a turn or something, this wasn't looking very good. We landed. In fact we had 25 kts gusting, and I was out of practise, so he took over controls and brought her down. Went to clubhouse and was told that he 'didn't want to continue' with my review and to get my next instructor to contact him to get the review so far. So here I am. There are plenty of local GA instructors who I could go flying with (and will, I want to get good again) but none can do an RAA review. I don't even know the next closest person who could. Probably Nowra, 3 hours plus drive away. Thanks. Now does anyone have any comment? Is a BFR normally a 2 day thing? Are there any inspectors near the Moruya/Merimbula area? Should I be singled out to have my aircraft inspected by an L2 ? Am I being singled out? (NB, this wouldn't be too dificult to do, since I have been getting a LAME's advice on the rebuild anyway) In my defence: My actions have not (physically at least) hurt anyone. Not even myself. The major incidents were not caused by incorrect action on my part. The first forced landing was done to very good success, the 2nd wasn't. But I stand by the fact that I made a clear decision to return to a strip where I knew the risk of damage was high, rather than attempt to nurse a sick engine to where I would have been assured of a good landing. When I booked in my review, I told the instructor that it was both a review and a bit of a refresher since I hadn't been flying for 6 months. I do not consider myself in 'flying condition' and woudn't go without a bit of dual no matter what. And the 'Mick's Special' part of the review was to include a blow by blow test of the ops manual. which never got done due to the examiner terminating the review. Any advise would be appreciated. Thanks, Joshua

I couldn't find anything available when I wanted to keep my plane at Moruya for a fortnight. I ended up paying the LAME $70 a week to keep it in his shed which meant I could only get to it when he was there to open the door. Apparently if you can a spot in the council hangars, its worth $70 a week even at permanent rate.

I'm just in the process of building a hangar at Frogs Hollow. I did a lot of asking around and the cheapest I found was Sheds Online. Easy do deal with so far, but I haven't got the product yet, just paid the deposit and got the drawings. I'm paying $14000 for 12m by 20m by 2.7 at eaves. But I'll have to make up my own door system. Will add another thousand or 2. Earthworks I expect to be $1000, and I can do most of the work myself. And $3000 or so in council fees I'm hoping to fit 4 planes in it. One Cessna 150 will buy in at 5000 for life (a friend of mine) the others I'm thinking of about $50 a week. At that rate it will take 3 years to pay itself off and I get a free hangar. Floor will be dirt until I get some good idea. I have a friend on the council but he can't arrange for some bitumen to fall off the back of a truck :( (joke) Terms of the lease for the land are 'handshake' meaning that technically Eric owns the hangar as soon as I put it there and I trust him not to kick me out, and he lets me put it there for nothing for an indefinite time.

Hi y'all Been absent for a bit, Just thought you might like to know a little bit of info. As the regulars may recall, I had a bit of trouble with a burst oil cooler hose on the jab 2.2 in my Cheetah, it seemed to come good, and after external checking as prescribed by various experts (including Jabiru) I took off again only to have a 2nd engine failure a few minutes after take-off. 2nd forced landing in 2 days, the 2nd wasn't so smooth and resulted in damage to the plane. From the looks of things (black, oily plugs) I had put the 2nd failure down to my tinkering with the main jet to try to richen it up to combat high EGTs. But I pulled the motor down to get to the crankshaft to have it crack tested, and I found 3 out of four pistons had major wear on the skirt. They had got hot with lack of oil, grabbed and made serious damage to the skirt, and a small amount of aluminium stuck to the cylinder. This didn't stop it running, and developing close enough to full power not to be noticed in checking, and it ran fine in the 2 hours of ground running. But I didn't notice that the plugs had been slowly oiling up, until 1 cylinder failed just after take off. So I may be up for 4 times $135 for pistons, and more for honing and whatever else. But for once I can say "IT WASN'T MY FAULT" Somehow I wish it would be the other way, and it was my fault but the motor was fine. Pride is cheap.....

Hey, (horses eat it.....) Bligegs-wroth just wonders why HTML (and spell-cheque) is turned off, and decides to use it anyway, and whoever is reading it can go out and learn HTML so they can follow it.....Its not like I would try to sneak in a few lines of java..... I know a really fun short line which makes all the images go flying all over the page... really weird, but fun. We paid $4 a bottle (600ml) for water at avalon, but I was later told that the bundy and coke at the pilots bar was cheaper because someone didn't realise that the price for that is about $7 miniumum. But I missed out :( I just stuck to free beer..... No, I just wanted to be able to cross things out. Harmless enough? or am I still on the wanted list for using HTML to display inappropriate pictures..... Anyway, Turbo, I've thrown out a few pieces of <strike>fan</strike>hate mail and you can now send to your hearts content, until I get some more messages from someone with an avatar that looks like Taylor swift and I delete your message to make way for that. Can't think of anything fun to say tonight.... must be working too hard. See, the sooner this job is done, the sooner I get to go HOME to my darling Cheetah (green with a splash of grey) And tell her all my troubles. And she can say "you aint seen nothing yet", and shut down her Jabiru motor. After all I do for that plane, and what she has done to me........ Maybe I'll pin a Jabiru brochure to the prop....... But she might consider suicide then. So would I if I was going to buy one of them....... (sorry fellas, they are perfectly good planes in the way that <strike>high-undies</strike>Hyundais are perfectly good cars) <Chopper Reed style> This is Capitain, he flies a Jabiru. HARDEN UP, CAPITAIN </Chopper Reed style> (google it) Now we get flame wars? "I can haz Flaim worz?"

PS thanks for the support, turbo. No pussies in Cheetahs, thought there may be a connection, along the lines of pussy magnet? will that get censored?