2tonne

She's a beauty!

Bec, I'm glad you found It funny that I was seriously injured. This might entertain you some more - after the initial cleaning and stitching of the wound, I ended up back in emergency twice due to the cellulitis in my arm, and to have the wound debrided (first scissors to cut away all the dead tissue and something like a scourer used to finish the clean up). Three months of wearing dressings designed for burns victims to fix my highly exudating wound and then all good.

I got a bit too blasé about surfing near rocks - until I got smashed into some and lost significant skin and a piece of flesh out of my right arm. Was lucky to walk away from that one and it sure makes me fear complacency now!

I would hardly call someone eating halal food as being a radical religious migrant. Wouldn't that make everyone of the Jewish faith radical as well, by your standard? As for McDonalds it is just a business decision.

We have an au pair who arrived recently. She was born in France but her parents were from Mali. She is a Muslim. She is smart, funny and the kids love her. And she eats halal meat - so what? We go to the local halal butcher, who is, funnily enough, a really nice bloke. The steaks, sausages etc are all really good.

And last time I checked, the AU poultry producers noted that almost all chicken produced in AU is actually made halal. It is just not marketed that way at Coles etc. Same for beef where much of what is produced is halal.

From what I read from the flitetest crew, each RC pilot need only register once and they are give a unique registration number. They then apply their unique registration number to each RC model that they own. So, at least there will be no need to have to register each model separately. And it applies to anything over 0.55 lbs (250 g) and under 55 lbs.

I'd like to find a Vixxen under my tree.

I asked WHO Not WHAT. Nev

The news about Maj knocked me about a bit last week and I wasn't sure how I would feel next flight. Went for a nice flight this morning up around Bribie and Glasshouse Mountains and it was a great form of therapy.

Am feeling good about flying again.

On the steering with rudder thread it was claimed that it is not common for planes while on final.

I agree that the response in an EFATO depends on the type you are flying. The first time my instructor closed the throttle in the J160 after takeoff to practice EFATO I immediately pushed the stick forward to get the nose down, but was above best glide speed. Instructor told me to delay pushing the stick forward for a few seconds to convert speed to height and then put nose down for best glide. Next time we practiced EFATO that technique seemed to work well in that aircraft.

3. One more thought that may be of help: I believe the idea that something is 'not an option' can be learnt and embedded. Or that has been my experience, and for me that will be part of my visualisation: turning back will not be an option. Easy to say, I know, but I believe I can hold to that.

Such sad news. Condolences to Ross's family and friends.

I got slammed on the ground from 100 feet on climb out at Rutherford one hot afternoon, in a Tiger Moth when the sea breeze made it in from the coast . An instant wind reversal with rotor. At one point the wings were beyond vertical. Motor stayed on full power. Practically NO airspeed.In the same area but at more altitude, I was over the top joining circuit on the Shark spotting C-150 that had over 60 knots air speed fluctuation and the broadcast radio set went through the rear window and the cigarette ash tray came out of the RH door and lots of ominous creaking from the airframe. Big "G" loads. I expected it to break up. These were both hot thermally days in late mid afternoon, with a sea breeze.. You can't see it coming. Nev

Yikes! That manoeuvre would have scared the .... out of me.

I'm not so sure about the plenty of accident reports. Granted, stalling on base to final turn is recognised as a problem, but I am not aware of too many stalls on final other than perhaps the rare stretching the glide after engine failure.

I guess you are right, it is only by some miracle that I haven't ended up a smudge in a paddock somewhere...

If I was routinely flying final that close to stalling that slight rudder pressure (I'm talking ball not outside the goal posts) would put me into a stall, then I would give it all away right now.

Welcome Paul. I am flying from Redcliffe as well. Are you training with Mahl and Wayne? If so, I might see you down there some time.

Cheers,

Tony

Pearo, you were asking me about practicing techniques at altitude - the only one talking about a wingdrop on final is you.

What I am suggesting is that it is highly unlikely I am going to stall on final (when already aligned with the runway and not turning) because I am using rudder to keep aligned with the centreline. The rudder inputs required are minimal. And if you have flown an aircraft like the J160 which exhibits noticeable adverse yaw, it is more straightforward (at least for me) to use gentle rudder inputs to remain aligned with the centreline rather than a number of coordinated aileron inputs. So, I don't understand all the hoo-ha - it is not like I am steering around the circuit with rudder! I am still making coordinated turns in the circuit.

And last time I checked, side slipping is still a standard manouver for aircraft without flaps, and is very useful technique for aircraft with flaps. Even the wing down /combination crosswind approach requires a slip.

Err not sure how easy that would be with so many being taught balance is not important on final.

My first instructor had me keeping a J-160 aligned with runway centreline on final using rudder instead of aileron. It certainly was a much smoother approaching than trying to make a number of coordinated aileron inputs! And the rudder inputs required were pretty small.

I did indeed do that in both a Tecnam P92 and a CTMC. Stalled with one stage flap and a boot full of rudder applied. All that happened was a pretty weak wing drop, definitely no spin to be seen in either aircraft. And once established on final (as opposed to turning base to final) how likely are you to either a) kick in full rudder deflections to remain aligned with the runway centreline or b) stall?

Hi Paul, I believe Fly-Now at Redcliffe will be putting a sportstar online soon. Might be worth giving them a call.

Well done Nightmare!

I am going. First time attending the airshow and really looking forward to it!

At one stage I was considering training for a ppl and had a couple of flights at Essendon. Needed to get a class 2 medical but it turned into a bit of an ordeal. Visit to DAME was all good until the final dipstick test on a urine sample which indicated red blood cells above threshold level (small number of RBCs in urine is normal)

DAME said it was probably just an over sensitive test, but apologised and said he had to inform CASA. A more reliable test for excess red blood cells in urine is a micro exam of a sample. Did three micro tests and blood tests over a few weeks - all normal. To be conservative had an ultrasound. All was clear, but CASA demanded a CT SCAN. So, booked into to see a urologist who said "if it wasn't for CASA I would tell you to bugger off because you are completely healthy". But, had to have scan and so I did. All clear of course.

So, a couple of months wasted, several doctors appointments and two trips to hospital later, and about $1000 worse off, I had my class 2. Not going to bother with that again!