K-man

If you have a problem with the word version try the online form at :

http://www.casa.gov.au/newrules/ors/submit.asp?nprm=DP%200802OS .

For me that worked without a glitch. :thumb_up:

Having just sent back the form, I did speak to Lee Ungermann before submitting my response. In the reply to option 3 the RAA preferred response is that this option would be acceptable with changes. The change suggested is to increase the weight from 750kg to 760kg MTOW.

The first graph is private and business and is a five year moving average. I assume this is light aircraft use by PPLs. The second two graphs show GA and Regional Airline hours (ie commercial). You can't compare the two sets of data.

Oh so true! ... and it doesn't seem to matter which side of politics we choose, each is as bad as the other.

Maybe Dick does have an axe to grind but, if you want to read about bureaucracy gone mad have a look at the latest AOPA magazine cover story 'CASA Court Short'. If CASA treat 'Ralph & Jacko' like that, thank God for RAA. Does Dick know lots that we don't? i_dunno

In reality would we even remember in the pressure cooker situation of an actual forced landing? Also, pilots who need to wear corrective eyeware may need their glasses to see the instruments or to see outside the aircraft. Most sunglass lenses are polycarbonate or plastic and would normally not fracture but under pressure would pop out of the frame. :big_grin: Many corrective lenses are glass which may shatter. Frames are often metal which could cause injury.

So, I would be comfortable wearing glasses with plastic frames and polycarb lenses during a forced landing, totally against glass lenses and would probably remove sunnies with a metal frame.

Which leaves us with the question ... Should anyone needing corrective eyeware have glasses with polycarb lenses and a plastic frame? i_dunno

Never an easy answer?

And just for fun ...

What do you call a snake who is employed by the government? i_dunno i_dunno

A civil serpent.

What does a girl with one leg shorter than the other call her self?Ileen.

What do you call her brother?

Raylene

And her mother?

Marlene ;)

And her sister with normal legs?

Nolene

:thumb_up: :thumb_up: :thumb_up:

Which probably means we should ask around and keep our eyes open when we are at the airfields. Personal recommendation is valuable when there are lots of alternatives to choose from. :)

Some interesting reading Airsick. The last link would put you off Serengetis a bit. :confused: However, I haven't had any problem with colour contrasts and they don't seem to get too dark. I must confess to having them on when the sun was going behind the hills and thinking that last light was coming too soon. Fixed the light problem by taking the glasses off and that brightened up the strip! Apart from that they have been good. One of my instructors recommended them. As for price, we got ours from the good old US of A for less than $200.

I have Serengeti sunglasses and find them very good. No problem with glass cockpit. They are not polarized but do have the tan lenses. Outside the cockpit polarized lenses are the way to go because they cut reflected glare, particularly off the road or bonnet while driving, but they can be a liability with electronic screens. This reflected glare is much less of a problem in the air.

Fergus Chickensworth here. Just thought I'd drop by and say howdy. Seems we're all related! Our Pa sure did get around! :big_grin:

But it does lend a whole new meaning to 'watered down'.

Careful there man. The blue ones are the ones that keep you up all night. ;) ;) ;)

I'll wait 'til you get more of those orange ones. :thumb_up: :thumb_up:

Cloudsuck, thanks for the pills mate. I couldn't understand your directions so I figured if one was good, two would be better so I took all three. Anyway, I was coming back from Hong Kong when there was this big bang, like an oxygen bottle exploding. I had been upgraded from cattle class to business class so was sitting just back from the cockpit. Smoke filled the compartment, the oxygen masks came down and the plane depressurised. As you could imagine there was pandemonium. Well the smoke cleared a little and I saw that the cockpit door had blown open and the crew were slumped all over the place. I managed to get forward, pull the captain to one side and get into the command seat. I tried to make a mayday call but the radios were damaged. Fighting to remain conscious I brought the plane down to about 15,000'. I must have fought for the best part of an hour to keep the plane in the air but eventually I just had to ditch. The plane broke up but miraculously the cockpit remained out of the water wedged on a reef only about 30 metres from this tropical island. Well I thought I was the only survivor but just as I was about to leave the aircraft I heard this moan coming from the first class area above. I struggled through the wreckage and there was .... .

Cloudsuck, send more pills quick!!

PS. Ian, can I claim the hour in the log even though I pranged the plane? i_dunno

I'm sure that your wife is every bit as charming as Jennifer Hawkins and actually I'm quite taken by the Tecnam Sierra (even more so if it didn't have all those rivets poking up all over it!) so there you go, life's good and since it's now bedtime again I shall look forward to reading your next mind bending instalment in the morning.

Cloudsuck, Logic tells me that at 5.37am (the time of your post) you were probably asleep. At that stage of sleep, just before wake up time, you must have been dreaming! Two things. Firstly, it's time to wake up and smell the coffee and secondly, please send me the name of your medication. :thumb_up: :thumb_up:

A group of us, recently, were fortunate enough to be able to spend some time in the Ansett Simulator in Tullarmarine. One of the guys who successfully managed to land the Boeing (can't remember the type) was greeted with the remark "just goes to prove, if you can fly a Jab you can fly anything!" This guy is an RA CFI and flying Jab160s. :thumb_up:

Love the pic. When we flew in and out of Aldinga I did wonder how I would handle a power failure off that end. I didn't realize fly-by-wire was an option!

I like the thought of the 6 min mark. Seems easy to do the calculation. With regard to the GPS, our AvMap is notorious for failing at the most inopportune time. Last time was over the desert north of Coober Pedy. We make sure we back up all waypoint and route data before we fly to enable the information to be reloaded if required. That's ok if the weather is good but in rough conditions it would be very difficule to reset everything. We also carry a handheld GPS as backup, route etc loaded before we fly. The maps are always out anyway.

Right click on the crossed box, then OPEN.

I don't know what type of oil you are using but the Jabiru site has the following oil standard:

"AeroShell 15w50 Oil is a multigrade ashless dipersant oil that provides the ultimate in aircraft piston engine protection over a wide range of ambient temperatures. AeroShell Oil W 15W-50 utilizes a unique blend of high quality mineral oils and synthetic base stocks combined with the AeroShell Oil W 15W-50 additive system and a unique anti-corrosion and anti-wear additive. This semi-synthetic blend offers high performance in a wide variety of applications and conditions."

"Because most 4-stroke engines now come with integrated gearbox and overload clutch systems, the same oil is in contact with all the moving parts, so it must be capable of coping with the engine, overload clutch and gearbox simultaneously.

AeroShell Oil Sport Plus 4 is ideal; as it is extremely resistant to the immense sheer forces that occur in areas of high-pressure contact such as high-speed gearboxes, valve trains, bearings, pistons and liners. This is where the blend of base oil and additives is most crucial.

AeroShell Oil Sport Plus 4 is made up of a blend incorporating synthetic technology and high performance additives to provide long lasting protection. In addition, detergents in the oil keep important areas, such as the pistons and cylinders, clear of carbon based particles that tend to adhere to these surfaces."

The attached link took me to a hunting site? :confused: Now I'm not sure if I have Oldtimer's disease (or should that be Alzheimer's Disease?) i_dunno

Coming back to the original question, I did my initial training in a J160. I found it very twitchy, partcularly in the lee of the ranges. I transfered to a Tecnam Echo and found it much more stable. The Pioneer is more stable again. Even so, we recently flew into Alice Springs about mid day. Higher up it was smooth but below 5000 was most uncomfortable. Around 3000 and lower was the worst that I have experienced and it was a good thing I wasn't PIC because I was GREEN!

Answer may be .. different aircraft react differently in low to moderate turbulance but all get thrown around in more severe conditions. What aircraft were you flying?

Great shots! Here are a couple more. The seemingly unbroken cloud was on the way to Birdsville for the races last month. We were actually in clear air. The cloud with virga is over Coober Pedy and was the only cloud in the sky. :thumb_up: