turboplanner

That would be what I would expect to see; inevitably people will go on social media and others will tell them they put "x" oil in their Rotax and its still going, they'll do the same, wreck the engine and trash talk it for the rest of their lives. You can't help some people.

...was wise to te poor quality control of the US Submarine manufacturers, saidslipped at the last minute, dived, used that inertia to quickly gain height, did a quick turn to starboard [old avref] and landed diagonally on the deck. There was loud clapping and cheering from the deck; this was the first plane to make a landing today; the rest were all splattered under the foredeck. Garry was greeted by the Captain (the Captain, not THE Captain) who said ......"

I forgot; Or Everyone can use the NAIPS Area Wind direction.

We've had two near collisions in RA this year, and I spent a lot of hours coming up with circuit measurements types of aircraft, where the aircraft should be, how to navigate to the airfied, join the circuit, fit into the pattern with the other aircraft there, where to look etc. No one has made an effort to try a trial circuit and comment on it and the people who haven't been trained in PPL Nav should have. If you're on mid-downwind as I have been on hundreds of occasions you will have been watching traffic in the circuit ahead of you and maybe one who went on an expedition and his base will be so long that you'll be turning final before he gets to base. At that point you're only looking at half the circuit (you've already made sure you've left a good margin in fron of the Baron that's coming behind you to allow for the jockying that's about to start. At mid downwind you pull on 1 stage of flap and 90 kts; your job now is to hang in the air behind the aircraft ahead of you until he clears the runway and you can land. If you're catching up, more flap, nose up, more power etc to slow down. Once on Final you watch every aircraft so you're actually seeing who's holding who up. On Final you hang in there until you are sure you can touch down AFTER the aircraft in front of you vacates the circuit. I've landed with five aircraft in front of me on Final just be being patient; every second one had to ground. So the answer to your question is that in the case of congenstion you'll be going round, effectively starting a new circuit so you won't have to spear off somewhere. The case I've described is where there are normally 10 to 12 in the circuit and where the pilots are all experienced with the continuous loop of aircraft. Where you're flying with two or three others in the circuit I accept it's hard to bring yourself up to speed, but you can still train yourself to follow the next one maintaining the same gap all the way down and be ready for the busy airport.

Just fly on the leg out to wherever........

A $450K Sling owner tossing it for a US FAR103?

The duty runway with a Towered/Manned strip is what they are calling, otherwise into wind, but as Skippy said there was virtually no wind. If the first one decides on a runway, nothing wrong with the followers all joining on. Usually an airfield is busy because of training, and a student in the circuit is probably setting the nil wind duty runway, but these were all arrivals.

Was there nil wind, or did some of them prefer crooswind/downwind/anywind etc.?

Although this was a Recreational Aviation Australia event, the aircraft shown is a new or near-new GA aircraft, so totally different pricing structure. The new low volume GA aircraft all have their quirks, such as specific engine management to prevent cooking the engine etc, ability to spiral out in the turn onto final, and high price. However, as we've seen in the past few days, when you hire GA aircraft as most in GA do, these expensive aircraft are at the top end, often have a hire cost profile based on long total investment, so the up front impact is not so visible, and right behind them in ever-diminishing hourly hire rates are the depreciated aircraft that are put on the hire line dropping down to some affordable hire rates below some RA hire rates.

I understand.

Time to dump the characters and get back to work.

.....foredeck [avref, Carrier] said Garry Twobottems, I'm gunna fly my Foxhit whether it's safe of not. How dangerous can it be compared to working on the wharves? This was considered to be a good point but quite a large sector of the RBNF until Garry proved how silly it was by .....................................

What's all that attack about? I just read this: "Ballarat Airfield has Historic Classification. Should remain forever.. Nev" and thought I'd check the planning Register to see if it was being kept safe. The result is alarming. If you want me to buy it, sorry but no.

It has a Heritage Overlay but bits of it have gone already; not a good look for tourism for a City the size and importance of Ballarat. It looks as if everyone has been assuming everyone else is protecting it. This list shows the Planning Applications on the airport since 2018 Planning Applications are not required for repairs to existing hangars such as fixing what's there now but are required for changes and proposed changes in Uses, (such as for boat sales etc) If you go by the recent survey of City Airports which handle about the same aircraft movements per day as they did in the sixties, this list of major modifications to hangars is either showing a huge growth in aircraft use at Ballarat Airport or it's possible that most of the hangar applications spelt "Hanger" may not be for aircraft. That still leaves a lot of unusual growth. The list to me looks transformative - transforming from an Airport to an Industrial Use. If a Use is Transformative, that's possibly a Ground for rejecting it by Council or in VCAT. The newest application for a Solar Park, could be a concern because it could be a developed area where everyone has to use solar power in their factories or it could be a large array of Solar Panels in which case if you happen to make a forced landing you'll be shorting out a serious amount of current with sparks flying all over the place just s you start to crush fuel tanks etc. What there wasn't time to do was find out the status of each Application (where objections were still open, whether anyone could appear at VCAT, whether the application had been approved, whether the Application had been built etc.) However, if you want to fly at Ballarat I'd recommend getting out of the starting blocks. Public Planning Applications, Ballarat Airport from 2018 to 2024 Zoning: SUZ (Special Use Zone) SUZ6. SUZ14 HO (Heritage Overlay) HO190 Abbreviated list of Applications (starting from 2018 to 2024) · Use and development for land as Solar Park. · Use of land for purpose of office, development of a new building, aircraft area and associated works. · Major promotion signage. · Use of land for a Transfer Station (Green Waste Interchange facility). · Development of an Industrial Building and dispensation of car parking requirements. · Development of a Store. · Development of aircraft hanger (sic). · Use and development of trade supplies, business identification sign, and reduction of car parking. · Development of Aircraft Hangar. · Development of an aircraft hanger (sic) and display of business signage. · Building & works to an existing airport hanger (sic). · Development of an aircraft hanger (sic) and display of business identification signage. · Development of an aircraft hanger (sic). · Use and development of an airport hanger (sic) used as a transport terminal. · Changes to colour scheme as per approved plans from Heritage Victoria. · Remove native vegetation for the extension of Liberator Drive as part of the Ballarat. West Employment Zone project. · Use and development of transport terminal and hangar.

And that's because the design engineers of the manufacturer know what the issues are with THAT engine design whether deliberately in their design or by issues in the manufacturing process that can be solved by a special blend of oil, and that's why you refer to the manufacturer of the engine and use what the manufacturer specifies. As an example, if the manufacturer is specifying a specific oil or a specific oil change interval, and you decide to follow what someone you've never met says on social media, you could halve the life of your engine or worse.

You had your opportunity and stood him up.

That's exactly what Brent was saying.

Yet it's on display here.

......soon the QUF membership blossomed from five to 8,000. It was even rumoured (by a QUF official who remains anonymous because he is not allowed to speak on the record having been involved in one of the 35 attempted AUF coups, that bull (the model for parts of the Forest Gump movie) had beached his prawn trawler and headed for Queensland. Soon there were home made planes falling out of the sky from Cooktown [Cappy ref] to Eulo and the QUD breathed a sigh of relief; they were "free" as one new member from NSW said. Epaulette, who had taught many AUF members was outraged at the return to the dark ages and, throwing political caution to the winds, ripped into the hierarchy like Caesar at a BBQ. "If they don't do their W&B they'll die!" Epaulette said using his favourite word which has driven thousands of students into compliance. "I don't give a ............................................." Dear Readers, Turbo was sorry to read the said news too, particularly since he had set up a sister company in Phuc Tay Province which mirrored that of Madam Truong's. His was the Phat Vanh Thin Holdings Group (PVTH) so he was in trouble too. At the NatFly conference they'd had a private session where they discussed strategy to handle the situation. Not many people know that when he was just 13 Turbo was thrown out on the street, and picked up by the Painters & Dockers Union who used to feed him food scraps but promised him real money and a Valiant Charger for certain services. It might help to remind AUF members that compared to the Underbelly 13 executions, the Painters & Dockers through their young apprentice accounted for 42 with the old 12 gauge from over the office door. Of course the Painters and Dockers had long been disbanded but they all carried, on a part of their bodies that rarely saw the light the initials RBNF (Retired But Not Forgotten) and Turbo had been called in many times for "services" . Now they were about to regroup, head for Vietnam and return the favour.

Applied to people who drank VB and ate steak. One Emu Track has always said These things make you heavy and that makes your aeroplane (he was a stickler) heavy but politics stops it flying! And he was correct because the Queenslanders has just...

I was responsible for over 1,000 lives in a high risk sport. Nothing to do with the Yanks, our Precedent is Scottish 1932. Read the cases. Not correct; the principles are easy to understand, which is why I posted the cases. What you base your responsibility on is up to you.

PL Cases originally where being sued, and after I got smart and started to read cases, from the outcomes. I already mentioned we have cases you can read on this site, and see for yourself that what you just posted is not really relative to your advice when it comes to PL. If you read the cases you can see for yourself. These days its your advice, your problem.

This applies in GA with reliable engines for ferry purposes. RA is founded on the acceptance that engine failures will be a common occurrance. We have a thread on Public Liability with real cases shown.

Public liability issue from that advice.

The Regulations are State Regulations (as agains a common Commonwealth Regulation) so you need to check the States you are travelling to/in. That doesn't mean they won't be identical or almost identical, but you only have to do the checks once. In GA Flying where cross country flying is part of flying there isn't an issue because (a) you have about 6 hours range on board and (b) for most trips there will be several suppiers at the airport en route with the correct fuel and with earth clamps. RA was intended for local flying, and people have stretched the boundaries without really thinking it through, using all sorts of solutions including dangerous containers, and dangerous refuelling and transport procedures. The baggage trolly above is a good solution for walking distance provided the container is designed for fuel. When you read the regulations there are also possibilities for transporting it, just not in the boot of a car. For example it's illegal to refuel the portable tanks that sit on the floor or a boat with an outboard motor. That's because as the nozzle is pouring the fuel in, vapour is being created and is leaking out of the tank filler; on a hot day you can see it; you can certainly smell it. It's heavier than air so it flows down over the side of the tank and settles on the floor of the boat. When the vapour reaches 1.3% of the surrounding atmosphere it becomes explosive. That's why you read about several boat fires every year. That's why taxis won't carry your jerry can in the boot of a car - there's no escape for the vapour. A ute is a different story; the jerry can can be tied to cargo ties and utes have a slot at the tailgate to let heavier than air capours out. You only need to go with your jerry can to the local pub where on weekends there may be 20 utes lined up and hold up a ten dollar bill. KR's on the money about the crossover point for DG, but do your State checking so you are safe rather than just pick up any BS on SM.