Mazda

Try to get hold of some round plastic curtain rings (usually shower curtain rings). You can use metal ones but of course you don't want to put your ERSA near your compass if you use those.

Well that's an interesting question. I tend to like low wings due to better visibility in the circuit. The Cherokee 140 is not the greatest climber in the world, but once going it gets along OK. They have short stubby wings which I quite like. The Cherokee 140 standard seats are pretty awful, especially in the back. There's more to think about with a fuel pump and fuel tank selection, but that does make people fuel aware. I don't like the one door access. I think they are easier in a crosswind than the 172. The 172 is a pretty robust thing, probably a better outback aircraft (with shade under the wing, more ground clearance etc. Lighter controls than the Cherokee. 2 doors for access. Terrible visibility in the circuit. Not much better visibility out of the circuit either, long wings that seem to block the view. They glide pretty well. The older models (like the M) have that last stage of flap which is like a barn door. That gets you down in a hurry, but I think if people were not aware it might catch people out (especially go around). The newer ones don't have that last stage of flap, so they don't catch people out, but they don't want to come down either (unless very slow). I'm not a huge fan of either, but in saying that they are both OK, just a bit different. The Cherokee 140 is at the bottom end of the Cherokee range, so if I wanted to fly a few people I'd go for the 172 (or use a bigger engine version of the Cherokee, the 235s and 236s have some power!) Otherwise, I would probably go for the one that had the best equipment, or the one that looked in better condition. (Such as a brand new leather seat airbag equipped IFR 172 over an old Cherokee 140). If they were both of the same vintage and with similar equipment, if solo I'd probably choose the cheapest!

Good on you Darky!!! :thumb_up: Well done!

OK, I have the picture, and the best advice I can give you is to get together with a professional aerobatics instructor so they can sort you out. It's a very long way from being solo in a C150 to being competent in aeros in a relatively high performance aircraft. You'll have some work to do. Have you spoken to your current instructor? What is his or her view on this? Take your time. It is better to be a solid, safe, competent aerobatic pilot in your 40s than to try to rush it through.

There are lots of options, from Decathlons to Extra 200s to various Pitts models, but whichever you choose I'd suggest finding a very good aerobatics instructor. Can I ask how much tailwheel and aerobatics time you have at the moment? By the way, even fighter pilots have started out by doing aerobatics in a Cessna 150 aerobat. Everyone has to start somewhere! :thumb_up:

You are not wrong there Spin! :stirring pot: Oops, I'm off the topic.

I'm not so sure about that. The majority of horse riders are girls and that is a pretty dirty smelly sport. Maybe it just isn't considered as an option? Parents might think of taking daughters to a riding school, music lessons, ballet, netball, but they may not think of going to the airport for flying lessons.

There's a kit put out by CASA called "Safety Behaviours, Human Factors for pilots." It has a DVD, CD, workbook and reference material. Civil Aviation Safety Authority - Human factors for pilots They also do a situational awareness DVD Thomas Logistics - Shopping Cart Both are available for the cost of postage only. I'm not sure if they are aimed as material for the tests but they are well worthwhile for the cost of postage!

I've been with her the whole way and debated many people who were critical of her attempt - especially after the freighter accident. They'd ask if I'd send my daughter off to do that, and I'd say if I had a daughter like that I would be very proud. They would say "what happens if she is hurt or worse?" I'd say I'm sure she is aware of the danger, and the danger of the sea is the same no matter how old people are. Poor Andrew Short was a very experienced sailor and he was unfortunately killed before Jessica's departure. That's a fantatstic quote Maj Millard, how true it is too. Perhaps as aviators regularly undertaking some type of adventure we understand (in a small way) what it is about. I don't think I know any pilots who were against her. I do believe she is truly inspirational. Imagine how many told her she couldn't do it. It's too hard. Too dangerous. Too expensive. She's too young. She can't do it, she's just a girl. How strong she is to have enough self-belief to let all of that negativity pass over her like water off a duck's back. I hope she inspires all of us who are told we "can't" follow our dreams or achieve our goals. May all of us live our dreams.

I'd have to do the numbers as the elevation is quite high and it is bound to be hot. Citations have a bit more power!!

Harrigans! Yes, that's the one. What boat do you have Spin?

Spin I'm interested in the boat places too. I've been into Dunwich a few times (by boat and aircraft!) Little Ships is great, not bad food, a bar, entertainment, and near the One Mile bus for transport. The only issue is it gets pretty busy and at times there is nowhere to tie up. Tangalooma is great. I haven't been to Kooringal, it looks a bit tricky at low tide! There's a marina between Brisbane and the Gold coast which has a good looking pub/restaurant but I haven't tried the food. I think it is called something like the Slip Inn. They have visitor berths.

What are the strips like at Dalby? Length, surface etc.

Absolutely awesome photos Scott! (I don't think I'd be game enough to post mine after your magnificent effort!) Keep them coming! That's interesting about the safety vests because I wandered around in and out of airside Saturday and Sunday, climbing over/through the fences. No vest, I had my ASIC but wasn't carrying it. No one said a word.

Slarti's towel rack.

Mittagong has high ground on both ends too, it is not a strip to be taken lightly. Although, it is a strip to be taken lightly (in weight at least!) ;)

I have photos, now I need to work out how to put them on.

In hindsight the windsock could have been a meeting place ... On the prop vertical vs horizontal debate, I'm with Slarti. Both of us had props horizontal being used as a handy towel drying rack. :thumb_up: (Does this mean that people who dress the prop vertically don't shower? I guess it could hold one towel, so perhaps they don't shower with a friend!! )

We really need some sort of secret handshake. I think I missed most of you. I was there yesterday and left this morning. I met David Isaacs and Slarti (thanks to the T-shirt) but unfortunately not the rest. I did see SXI too, walked past it a few times.

Jack the "best" glide speed is the one at the best Lift to Drag ratio, which produces the flattest glide angle and therefore the greatest range. For many light training aircraft the best glide is at around 4 degrees angle of attack. In the glide there is one speed for the best lift to drag ratio, at any other speed the nose will be higher or lower and the angle of attack won't be at the best for lift/drag. So faster or slower than the best glide speed, the angle of descent will be steeper and the range shallower. But the "best" glide speed is for range. If you want minimum sink it is at a much higher angle of attack, maybe right up around 13 degrees, but the aircraft won't glide nearly as far.

This is from the CASA Flight Instructor Manual December 2006 - (i.e the CASA guide used by flying instructors): "The selected approach speed is normally controlled with power and the approach path with elevator. There is an alternative technique which is sometimes used where approach speed is controlled with elevator and approach path with elevator. Both techniques may be validly taught. However, it must be remembered that regardless of technique, power variation will effect both airspeed and approach path as will changes in aeroplane attitude. Note: When teaching a student in a modern training aeroplane with relatively low drag and high power compared to older types (C172 vs J1 Auster as an example), the first technique is normally used successfully."

I'd really like to go David. I might be there. Now where on earth did I put my tent and will it fit under the wing? :thumb_up: