DrZoos

Yes, English is a weird language. A lot of what I was taught in the 60's isn't taught because of the dumbing down of education over the last thirty years. However, Professor Julius Sumner Miller thought education was being dumbed down over 60 years ago!

Smart kids are achieving better than ever, but 30+ years with no major recession has produced a generation of others that can't see the value in education. Trades became the new cash cow and kids are told by parents and peers they could fly through life by leaving in year 10 and not studying. I hope for their sake that is the case.

The casualisation of the work force has also led many to question the value of a degree or higher education. This filters through into a lack of student motivation for results in secondary schools.

You'd have to be mad to take on the CASA top job, when other jobs pay more, have 1/10th the issues and when you stuff it up you get a huge bonus

Welcome, I can't really comment on the build other than to say would you prefer a weight shift like a trike, which can get very tiring to fly in bumpy weather, or a 3 axis aircraft....to me the 3 axis wins hands down....but each to thier own

Dinga- Not really other than the PPL flight notification and SARTIME lodgment and cancellation is covered better.

What a shame for all owners and the industry. CASA really needs to shoulder some significant blame here...

I updated last week. The only problem I have noted is I have lost the ability to copy and paste from a pdf file. It may seem trivial but it is a function that I would use at least 50 to 100 times a day depending on how busy I am and how many hours we work. It is causing me no end of grief.

All the talk of safety training and incident reporting leaves me wondering what is happening.This is supposedly a safety month. I have seen nothing that enhances safety training except words that mean nothing from RAAus. Something about deviation that seems incoherent. The idea of running safety training at FTFs does nothing for me. There is not a FTF within 100km from my home base and the nearest is GA only.

The reporting of incidents, which I see as a good start to advising others what to avoid is not working. I know of incidents which have not been reported. No doubt they should have been and non reporting is a breach of the rules. Plus we are denied the chance to learn from others mistakes.

I've got my RPL for that reason. But I worked hard for my ppl and would like to hold onto it for as long as possible. I've not been within a country mile of failing.Sure Alan. These are NZ fees and costs for May 2016

 

CAA Application for Medical (Which you have to pay before you can see your doctor) $313.00

 

MD Pilot Medical Fee $146.00

 

Pilot Assessment and Licence Issue Fee (MD charge) $100.00

 

Biennial ECG $48.00

 

Biennial Treadmill Fee via a cardiologist $370.00

 

Total rort $977.00

Thats ridiculous....Im a university trained exercise physiologist who is highly trained in doing stress tests and they dont tell you jack shite in 95% of cases...They are wonderful for people who do have a problem and useless for most others

DWF I think from first hand experience after actually trying this many times you are both right. Just after landing too much back pressure in my aircraft does induce a skid, slightly later in the roll when the aircraft has slowed , but the nose wheel is still capable of being held up a bit that back pressure really helps braking... I have a foot in each camp on that one...It might be different in other aircraft, but in my aircraft this is certainly the case.

It would also depend on your wing angle and how high you are holding that nose wheel, as if its very high, you're going to have less lift than if it's just below the stall angle. If its very low you're also going to have less lift than just below the stall angle.

CASA has an excellent guide VFRG

Civil Aviation Safety Authority | Visual Flight Rules Guide

And the tutorials ontheis site are great

John Brandon's 'Fly Safe!' tutorials

Resources Section Here

Resources | Recreational Flying

Love the video, thanks

All good Nev, I know you're not the attacking type.

Welcome

Here from Aust to Savannah

Check out this short field take off..

Hi Nev , with all due respect given, i think you need to re-read my post,

The first speaks about holding off till the aircraft stalls onto the runway

The second sentence speaks about continuing to use elevator authority to hold nose wheel off once the mains ar on the runway

My reference to elevator authority, doesn't mean stop using it, it just means they will lose authority to the point they cannot keep nose wheel up. Which may not be true in all aircraft at all throttle settings and ground speeds.

The third speaks about continuing to use elevator even when the nose wheel is on the ground. ie while taxiing and rolling.

Yep and only speaking about smaller aircraft,the big guys fly em on

I think you may have just misinterpreted and thus misquoted me, or perhaps i explained it poorly.

Anyhow in the end i think we are saying the same thing.

Flat washers are used mainly to ensure the nut presses against a full 360° smooth surface, or to stop the surface being damaged by the nut or bolt as they compress. But washer as stated by others here can also be used for many other reasons, ranging from space fillers when a bolt is too long or an internal space needs packing , to increased surface area for pressure distribution, crush washers for a seal, some act as a lubricant against another surface eg nylon washers, some act to reduce friction and let a nut and bolt spin, some act as a friction plates to increase friction eg in a Foxbat throttle, to stop the throttle sliding open, but allow it to move when pushed.

They basically give engineers a lot of options in how to attach items with different characteristics.

23HI Drzoos,

Yes my current instructor keeps reminding me that the Tecnam has a very weak nose and to always keep the pressure of it as long as possible when landing and taking off.

Even the Foxbat which has an incredibly strong nosewheel , relatively speaking, our members have collapsed two of them in about 7 years. That's in about 6000 hours flying, but it does happen. I have seen several others on their nose and some are GA with nose wheels far stronger than ours including a Liberty and a 172.

Okay people's how about putting how you would work out cost on an xxxxx for easy figure say an 80 thousand dollar aircraft hourly rate and how long that aircraft has to be in service to pay for its self Neil

fuel is approx $30 per hour for circuits

Insurance $3000 per year so at say 1000 hours $3 hr

Hanger cost $2000 yr $2 hr

Airport fees $1000 per year, $1 hr

Aircaft buy for $80000, sell for $30000 cost $50000 over 4000 hrs is $12.50 hr

engine replacement at 2000 hours net cost $25000 say $12.50 hr

Other component failures $2000 year $2 hr

interest on $80000 if its a loan is 5% $4000 yr $4 hr

Its late my brains tired i might have forgot something.

But say $80 hour minimum and $100 max as long as the aircraft are flying a lot. Charging $125 gives a cusion over time and helps fund the next aircraft.

Don't want to show my age but payed $25 per hour dual in Cessna 150 and had to give it away cause it was too expensive

Welcome

Where?

Very steep, our Foxbat rents for $130 hr wet and the CTLS $140 hr wet..Both are very new aircraft.

Wow a great looking fleet...i really like the look of CBA

Bose A20

Had one 3.5 years...worth every cent

Im 24 rego so got to stick with the original 8ah

always better to be too big then too small, it just surprised me as we have found 8ah fantastic..