SDQDI

Not sure how correct this is but it's a good yarn anyway. This is apparently the story of VH KBZ A doctor surgeon from Whyalla found his battery dead in his Piper Saratoga (a powerful single-engine aircraft) at Parafield Airport, South Australia, on the night of Aug. 26, 2001. He then proceeded to hand start the engine by turning the prop. While this is actually not illegal, it should be approached with the utmost of caution and is really only used in remote areas where there is no help or decent pub within a long walk. The pilot, by himself, did not chock the wheels or check that the handbrake was engaged …. Anyway, the engine fires up at about 2,000 rpm and the aircraft starts taxiing to the runway on its own. The only problem with that was there were four piper warriors and a twin-engine Seminole (the sliced plane in picture) in its way. The pilot somehow managed to avoid certain death, although this may have been the better option considering what was about to unfold. At a steady rate of forward movement similar to a fairly upset hippo during breeding season, the Saratoga proceeds to destroy anything in its path. With approx. 350 liters of avgas spewing out of the damaged aircraft, the pilot must surely realize that an appropriate timely death is about to occur….The result is he lived, and the University of Adelaide lost one plane and the use of the other four for some time to come, all because of a flat battery and a really bad decision. The cost—$1.5 million and absolute embarrassment for the rest of the pilot’s life. You can just imagine the pilot, after being run over by his own plane, hanging on to the tail of his aircraft trying to stop it going any further and watching in horror as it bit by bit shreds the tail of the most expensive aircraft in the vicinity and thinking any minute the engine will stop. Just when he thinks the nightmare is going to come to an end, his aircraft then makes a sharp right-hand turn and without conscience heads to the second-most expensive aircraft in its way.

Am I missing something? One seems to be a c130 with 11 dead while the other seems to be a 747 with 7 dead

Dutch was talking about a C130, your vid says a 747?

If I am not mistaken Flyerme I think that lovely lightning will be calling the YQDI area home:thumb up: Lloyd has been excited about bringing it up this way so I reckon it won't be too long and I will have some photos of it at one of our Quirindi fly days:yes: We had tried to talk him into flying it home but he was a bit concerned with lining up the weather and fuel for such a long trip and he didn't want to find himself with 'gethomeitis' especially in a new plane, which I think was really a smart decision.

Dutch I don't think it is a worry about ones maintenance standards or worrying that ones certificate is out of date or worrying about being over MTOW, I think the most worrying thing is just how confusing it is to understand correctly all the regs and the exemptions and the worry that the inspector may interpret them differently. You only have to read any thread here that mentions a certain reg to find countless interpretations, the whole system is quite confusing and personally while I am comfortable with my maintenance and know that my rego and pilot cert are up to date I do worry about the paperwork side of things. For example I get confusing messages about the need to carry a "maintenance release" . I don't carry one and don't plan to in the future, as I am the only one that flys my plane i don't see a need to. I do think it is required if flying for hire or reward but I am a humble 19 reg. I do however keep detailed maintenance records in my maintenance log (which I am sure is a requirement and which never goes in the plane obviously) which I think is sufficient but I wouldn't be confident going to a certain ramp check just because of the uncertainty that is there. You may say "ask your instructor" but in my experience they are like this forum, each one has a different interpretation which doesn't inspire confidence. Having said all that, from what I hear the inspectors are starting to use the ramp check as a way to help us learn more instead of going straight to punishment which IMO is a huge step forward. If I knew that I had a warning or two, with helpful advice, before punishment then I would be much happier going to a certain ramp check knowing that if I do stuff something up then I will be told and helped to fix whatever the shortcoming is without worrying about having to walk home!

Just thought I would quote this Russ as I do it a bit differently. In our standard straight and level stall practice (which seems to me to be the least likely stalling scenario but I guess that is irrelevant) I lower the nose or release the back pressure on the stick first and only once the wings are unstalled do I level the wings. I guess you just mistook the sequence but in my plane trying to level the wings while stalled could get exciting pretty quickly.

I don't know anyone that went Dsam, the notice came too late for me or any other members of our aero club to take the time to go:thumb down: I would have loved to have gone and could have fitted it in if I had known a day earlier.

Ok so after watching that video, the last point it makes says, no higher than 400feet in controlled airspace ie around capital cities. It almost implies that outside of controlled airspace/city limits that the height restriction isn't there?!

Further to that, I just had a quick look at the add and while I am not an expert I noticed it has a jab 2200 which has only done 110 hours in the last 7 years which works out to about 15 hours a year. So that means it has spent a lot of time not running and it is doing that in a coastal town which screams rust related engine problems to me. Of course this is all only assumptions but it would be worth asking the owner if he has inhibited the engine, his answer to that question would tell you a lot about whether it has been stored correctly or not. Even if it had been inhibited properly each time it was left unrun for a while it would still be worth getting a good L2 to have a look at it for you with a nice bores cope just to ensure no nasty surprises were waiting to catch you out.

Rep it might be worth you having a read through this long and sometimes confusing thread. http://www.recreationalflying.com/threads/weight-restricted-mtow.146671/ If I were you I would NOT buy it expecting the higher MTOW, if you were happy with the lower weight then by all means consider it but from what I have read if you want it back to 560kg make sure it is done BEFORE you commit to buying it.

This was also mentioned in the email from RAA today that announced Frank as the nq board member. I have to be in tamworth after 3 but don't think I can get time to get up there in time to attend.

After all my supportive posts you go and say that you are interested in nose diggers:no no no:

Wouldn't have guessed that by looking at you:amazon: Sorry OK, couldnt help it.

? I'm no spinning expert, actually have never done one (would like to, with a competent instructor of course!) but I thought normal spins were nose down? In the video the plane does 2 turns in a nose down attitude which I would regard as a spin and then once the controls were manipulated flattened the attitude into what I would consider a flattish spin? Is my assumptions correct or am I way out? After seeing how little I knew when I started my ll training I would love to do an unusual attitudes course as IMO the more I know how dodgy I am the more careful I am likely to be.

RAA membership does include "some" insurance but it doesn't include everything. It has been too long since I looked at it but when I did I thought it prudent to get some extra insurance off my own bat, now I don't have to rely on the cover RAA provides. I think relying on RAA cover without being sure of what it covers would be a bit foolish. I think it included some public liability insurance but I don't think it was big on third party damages cover and I wouldn't think it gives you any comprehensive cover on your plane. Bottom of the line is be sure you are covered or are able to afford a big payout.

It certainly isn't a laughing matter and is something that we all should have. Even if we aren't running into cars, if we stuff up and run into an expensive plane the damages bill could be a huge financial strain always with the possibility that you lose the family home ect (this is putting aside the fact of killing someone and all that that can entail!) IMO insurance is something that is priceless when needed and it's better to have it and not need it than need it and not have it!

Every six months is not good enough. You need to spray when the weeds are young which will be around two to three weeks after each rain event through the spring and as needed over the summer. For Bathurst burr you don't want them getting any bigger than about 6 inches high before you hit them and for yellowvine/caltrop/cat heads/goatsheads or whatever else you call them you want to hit them before they get to a diameter of around 10 inches. If the weeds are stressed by dry weather and start to flower and set seeds you are too late no matter how little they are. The main thing is try and hit them early so they are nice and healthy and before they go to seed otherwise you are just chasing your tail and will never get rid of them.

25 weeks working 5 10 hour days = 1250 hours and that is for one person. I'm not sure how many hours are worked in a week by the Chinese but I would think that number would be conservative AND I am sure bex wouldn't be doing it all himself. So that's an extra thousand man hours per person. If run right I think 6months would be reasonable time with a team of at least 4, that should give you time to build a plane, pull a bit apart and rebuild and depending on their red tape have a flying prototype.

Piecrust unfortunately when it is an RAA aircraft, and the ATSB don't do the investigation, it is left to the police/coroner and we don't usually get any useful information out of it in. Having said that I have been pleasantly surprised by the info that the Raa has released to us after the last couple of fatalities and if they keep that up we will be a lot better off.

If your weeds are Kamba resistant that is NOT a good thing, if you have resistance it is imperative that you use other methods to really clamp down and eradicate the offending weeds. If you just have weeds without grass you only really have a couple of options. 1. Plough the area and keep ploughing it each time new weeds start for maybe a year and then use a strong preemergent (that won't stop grass) and plant some grass, maybe a variety like kikuyu which will spread quickly and get good cover so the weeds can't compete. You would want to plant towards the end of spring so that the weeds had a good chance to shoot early so you can get a good hit on them. 2. (Only if the weeds are not roundup resistant!) roundup the whole area and once clean hit it with a mix of preemergent herbicides at a good rate to ensure less weeds shoot and redo it each time new weeds start and maintain it that way either constantly or for a couple of years and then you can back the preemergents off and get a good grass in to crowd the weeds out. Make sure you do NOT underdose chemicals as that is the quickest way to get resistance and that is a painful road to go down. Of course overdosing can be bad too as some chemicals leave residues which can cause problems for you later when you are trying to grow grass or crops.

Please let me say straight up, I would NOT be using this stuff in an aero engine. Actually I'm too lazy to use it in any engine but thought this might be of interest to some. I think that additives, whether they are in fuel or the oil, can be a good thing but the trouble is we are talking about putting them in aero engines and trusting them while we are well away from the ground. Soo I am not comfortable using them in my plane and am happy to stick to standard fuel and oil knowing that they are tried and tested and will very likely do the job I expect of them. Others may think differently and maybe are having trouble with excess carbon buildup so maybe experimenting can pay dividends but please please please be careful. Russ, if you are thinking about it and do decide to try any form of additive I would strongly advise you NOT to do it if you are going cross country or anywhere near tiger country. But I am NOT any sort of expert so my opinion is basically worthless but do be cautious. Anyway here is the vid

You had better take and share lots of pics Russ. I love that part of the country and would love to see it from the air, and until I get the opportunity looking at someone else's pics are as good as it gets:thumb up: and if you can jot a few lines down for each day all the more betterer

Is that Jab of yours flying yet Oscar? As far as I'm concerned Bex doesn't have to prove anything until he asks for money.

Well why shouldn't we talk to him and encourage him Russ? At least he is having a go and doing something AND most importantly he isn't asking us all for money! As far as I am concerned if he is working with his own money who cares if he doesn't make it! So what, big whoopy doo. If he can cause a little excitement and it is at his expense what is the harm? If he was asking for deposits or financial backing then I too would be openly cynical and wary but as it stands I'm happy to watch him have a go and I do hope he does succeed, if all the great successful people in the world listened to naysayers nothing would ever improve.

Mike it sounds like you have location services for the ozrunrays app disallowed. We had a fellow flyer with the exact same problem except it was with an iPad, we ended up going into settings, privacy, location services and that had a list of all the apps and their permission for getting your location, it was just a matter of allowing ozrunways to access location and all came good