Geoff13

Do you have a reference for that?

They do, it is 25 NM In fact where I learned to fly, it was not even 25nM if I was to hire a school aircraft after gaining my certificate I had 4 boundaries that I had to remain within. In one direction it was no more than 5 NM. Didn't bother me, I played by the rules and got in and got my XC endo asap. Having said that I did travel to another airfield and hired a plane and was not restricted by boundaries, just the 25nM. I must admit that by the time I started my XC endo, I was not ready to go outside my boundaries. Knowing the area means nothing, unless you know it from the air.

Some of the best theoretical people I have met were terrible tradesman. I am not saying theory isn't important, but practical experience is importenter.

If someone gives me a caution I assume one of the following. 1. It was a finger fault. 2. They do not know what they are talking about. I would not intentionally give a caution without some sort of follow up post.

It sure does.

There was one at Caboolture, and no one flew it so it was sold. There is no point having aircraft that no one wants to fly. Most learners these days seem to want the newer more modern aircraft. People complain about the old ways disappearing and the big rush by RAA into plastic fantastic etc, but I wonder if the tail is wagging the dog here or the other way around.

About the same as when we had a politician flying around in a Brumby with RAA reg. The media didn't care because he was low profile and didn't sell papers. Might want to check some facts there.

Experience Not that a difference of 5 degrees matters.

And certainly won't get to be an expert on it by looking it up. What people are saying to you here is that training and experience will teach you how to fly without those instruments. Many planes do not have them and simply do not need them. The only way to learn is to do it with an instructor sitting beside you. IMHO the more time that your eyes are outside the cockpit on base and final the safer you will be.

That answer whilst technically correct is about as useful as a screen door in a submarine. The CASA website is about as user friendly an encyclopaedia written on a dunny roll using a 6 inch crayon.

This is a truly interesting dilemma. I find at Caboolture where it is not unusual to have 6-8 aircraft in the circuit and more inbound it can become a problem. Certainly on downwind for 12 or 06 I am always very wary of flying past my normal base turning point with respect to the conditions.. My options out there a very limited and it is not an area that I am comfortable putting myself. If I am following someone in the circuit I always try to leave a good buffer zone between us depending on who is behind me. It often happens at Caboolture that many light aircraft both RAA and GA fly huge circuits. Some disappear out of sight before turning base. On 12 or 06 if I reach my normal base turning point for the conditions and the aircraft in front has not turned base yet then I will call and turn base. Unless they are flying a jet or a twin then it is unlikely that there would be a conflict as my base turn will be within glide range of the threshold and I will be down and gone before they get back from wherever it is they go on these huge circuits. On 30 or 24 there are plenty of options for outlanding and so long as they do not fly out of my fuel range, which some try to do then I am normally happy to follow them.

I actually thought that was what made the movie so good. Different perspective from different angles of the same thing. As it would be and airman would have seen it differently to a sailor or a soldier or for that matter a civilian boaty. As for the Spitfire doing all those things to me it was obvious that they were using the 3 Aircraft as a method of showing the way that different pilots handled the situations throughout the day. I am guilty of thinking it was a great movie that depicted the reality of war in a rather unique way. So different to all the John Wayne/Kurt Douglas war movies that I grew up with. Isn't it great though that different people can see exactly the same thing and yet have such different memories of it. (Catch 22)

Agreed but you can minimise the risk. You have no guarantee that the engine won't stop, but you minimise the risk by taking all steps possible. In millions of klms with trucks I only ever got bad fuel once. It was from a bad decision buying from a servo that only sold low volume diesel to cars and 4 wheel drives. The cost to repair the truck and clean the fuel tanks and bad fuel from the system was in excess of $10,000.00. It was a very expensive lesson.

I minimise that risk to the best of my ability by only purchasing fuel from high volume/turnover sellers whenever possible. Truck, car, bike or plane I use the same policy. For the plane 90% of my fuel is purchased from BP Caboolture Northbound. They are a very high turnover servo. It is then filtered before it goes in the plane. If it gets over 4 weeks old it then goes in the car and I buy fresh fuel for the plane.

So many different opinions to my initial concerns. If currency is so important in most things aviation related, then can a couple of hours spin training prepare me for what may happen down the track? So far the comments appear to raise more questions than answers. What worries me most is the inconsistency of the answers.

Bloody Politics. It can ruin so many good things. The trouble with social media is that one hotshot behind a keyboard and slander/ruin so much. There are no checks and balances.

I have started a new thread on this as I think to further the discussion on the thread that it is currently being discussed on is inappropriate. But this is obviously a topic that does require further discussion. I read in several forums here about the need for spin training. Now within RAA are aircraft are neither approved to spin nor probably in most cases tested for it. In the normal day to day flying that we as RAA Certificate holders do why is there a need for spin training. It is unlikely that I would have completed my training if there was a requirement to spin. I do no go on amusement rides that can turn me upside down and as such would not go on a joyflight that could do the same. In fact I have never been in an aircraft that can do aerobatics and am not likely to do so. So is the "perceived" requirement to learn to spin/recover based on the possibility that I may one day inadvertently enter into a spin in an aircraft not suited to it nor tested to it. If that is the case is there some huge hole in my training that could allow me to do something I am not ready for, or is it only likely to happen if I start pushing the envelope. This may seem obvious to some, but to me it seems totally contradictory.

I would like a 912 Drifter, but BJ Fly up at Childers has a beautiful Rans S7 Courier that I would like to look at.

Still got it. I must admit that I haven't tried to hard to sell it. Have done 20 hours in it in the last 3 weeks. I still love flying it , I just wanted to try something else.

For those interested this thread covers the journey of replacing my Jab 2200 with a second hand 912ULS. It covers the thought process behind most of my decisions as well. I am not a Journalist but it might give you some idea. There are some very good second hand 912's out there for those who care to look. X-Air Hanuman

Oscar, My plane came with a factory kit to convert from Jabiru Motor to Rotax Motor so no that cost was not included. The weight calculations were a pure weight comparison and I did not know how the W & B would go until after it was completed. I must admit though that using a factory kit to convert and the factory assembly instructions I was fairly confident that it would come in ok. As it turns out no other mods were needed as it came in within the allowable W&B. I will admit that it is noticeably nose heavier than when it had the Jabiru motor but not to the point of being difficult to fly. The costs above did not include cowl mods. (That is a whole new story).

I actually went for the Rotax in the end. The price you quote doesn't include several items. I believe from memory as I can't be bothered digging out the paperwork but the difference between a new Jab 80hp $10500.00 Camit 80 hp $11500.00 D-Motor 92hp $25000.00 Rotax ULS 100hp $33000.00 Weight comparisons to the 80hp Jab motor that was in it These were calculated figures Jab no change Camit plus 1 kg D Motor plus 3kgs Rotax plus 12 kgs (Actual weight difference after doing the job and weighing the plane before and after, was plus 10.5 kgs.)

I actually cancelled my order for a couple of reasons but it was going to be $23750.00. That was everything except the radiator.

I thought he was about the most boring speaker that I have ever listened to.

Should be fitted to every motor vehicle on the roads as well.