scre80

It seems that OzRunways are soon going to release their own airfield guide:

 

• The OzRunways Airfield Guide will replace the AOPA AFD Subscription.
   
   
  
• All existing AOPA and Premium subscriptions will convert over to the new OzRunways Guide in late November.
   
   
  
• You won't need to do anything; it will just start working automatically!
   
   
  
• The OzRunways Airfield Guide is a completely new, ground-up product developed by our data team in accordance with ICAO data processing standards.
   
   
  
• The OzRunways Airfield Guide will be constantly maintained and always showing the latest data available. You will see more airfields added over time.
   
   
  

I am at Gawler!!, if you are coming out that way ever, let me know.

Instructors must consider things that a student or low experience pilot, would likely never have had cause to consider.Many will still have raw feelings about the much loved and respected CFI who was killed in a Morgan because the aircraft was not fit for flight.

It is established, documented fact, that there has been some appalling workmanship seen in the construction of some Morgan aircraft.

 

Private owners often do not appreciate that it can be difficult and involve elevated risk, to train in an aircraft not correctly fitted out for the job.

 

Instructors have every right to exercise choice.

When my CFI signed me off in my Zodiac, it was dual control except for brakes. He had no issues, but we have a long runway, ie 1200m, so plenty of room.

I am surprised that you did not train in your 19 reg aircraft.

Some time has passed now, so how are those composite props going?My original wooden prop is looking a bit shabby these days, so I am seriously interested.

Do they have any mechanism to be "softer" on the crankshaft than the early ones which failed? Or were the failures confined to the props themselves and no harm came to the engines?

we have 2 J 170 aircraft with them at the gawler airfield, no issues at all. Have a look yourself, 7385 & 8538

The jack weighs around 400 grams. It is suitable for tyres 11" to 13" OD. Might not be suitable for much larger tyres even with some type of adapter. If you'd like more details, contact me via my web site.Peter

Looks great, not sure how it would fit a jabiru or my zodiac 601

Hey Peter, whats this about a quick liift Jack. (Please explain) Sounds like somthing I should have in my tool kit for my J230.

I would probably prefer the "126.7" under 10 000, but I'll take the 5000....

Other suggestions, Broken Hill, Wentworth?

I cancelled my trip, sad to miss out but considering was going to camp, I did not have the appropriate wet weather gear.

I purchased a 2nd hand home built back in March, a Zodiac 601 HDS. Very happy with it, I had a LAME 2/4 go over it completely (He has also built a few himself too). But I would never buy it without someone who knows their stuff going over it.

Are you looking at updating how to attach images?

I've now been working with the AvMap tech support people for about 18 months and they still haven't sorted out the heading freeze issue. It appears to me that the AvMap EKP is just a program running on Windows CE and using third party external antennas. The system is buggy and doesn't work particularly well. They seem to be trying to pin the problem on the external antenna, but they don't seem to know what it is.Do yourself a favor, don't buy an AvMap GPS.

RIP, very sad day

I thought the norm was aircraft type followed by reg? I am never quite sure what to call my CH701 on the radio, I use Zenith but that could be misleading because a Zenith can be doing anything from 60kts up to 100+.

Taking a step back and looking at this, no matter if at the club or in a forum, discussions go the same way!!

When I first got my certificate, one of my biggest concerns was other traffic and trying to keep track of where they were. Whilst it might be legal to only make minimal calls, it can result in low time or student pilots stressing about locations of other aircraft. I fly where sometimes gliders will join a left circuit with a right turn onto downwind or thermal just above circuit height with few calls. It's stressful to see a glider head on...more stressful if there are few calls!Anyway, I guess my point is that I can understand why in busy airspace chatter should be minimal, but at quieter strips it just seems helpful to others to at least announce downwind (base is helpful for me too). Plus if people get used to not making calls, that might just become a habit that gets someone hurt. (My 2 cents)

Hello and welcome, I learnt in a J170 too, have fun and remember, enjoy yourself when up there!!

So my view is, it is all in the past, lets move on and focus on making this a great event. Hopefully many people can attend to make it a success. I will be trying my best to get there from SA, weather and wife depending (pretty sure I have a green light from the wife)

I try to get out every week, even if it is for just 0.5hrs, which is usually 3 or 4 circuits. I am lucky as airfield is 10mins from home so sometimes I can do this before or after work. In those circuits I usually do

- Cross Wind landing if possible

- short field landing approach (If possible) and or side slip

- Forced engine on downwind on last circuit.

If I have more time, I fly out to the training area and practice my turns, ensuring they are co-ordinated and maybe do a forced landing practice out there too. And sometimes fly to a close by airfield to where they have a 600m strip on a slope, always a good challenging one.

But remembering all the time, to enjoy yourself and flying!!

Hi Alf,I set off from Penfield about 11 am on Saturday into lowish cloud and climbed above the cloud base and into calm air at about 8000ft. Cruised comfortably at this altitude but the cloud was joining up and holes diminishing so I twirled down through the next hole and flew the rest of trip at about 3000ft. A consistent head wind of about 25 Kn made it a 5 hr trip from Penfield VIC to Sherlock SA. Easy navigation to Sherlock and to Tim's short strip. Tim and his SA colleagues welcomed me warmly and I spent a wonderful time chatting and eating magnificent tucker prepared by Tim's mate. A local lass turned up with 4 tins of home made Anzac biscuits and boy they were delicious. After dinner Tim entertained us with a one man band guitar and drum performance as we rotated our bodies around a glowing fire in the drum. I slept fitfully inside even though the chainsaw imitators beside me were full throttle!!.

Next morning a filling brekky was enjoyed and I refueled courtesy of Tim and friends who generously drove out to purchase fuel for me. I took off and enjoyed a sweet tail wind home returning to Penfield in just under 3 hours.

 

I thank Tim and his friendly partner Naiomi for a warm country welcome and hosting a great gathering of like minded aviators. Great food, conversation and interesting machines. See you next year!!!

 

Thanks Matt

I would not even attempt to take off on a busy road like that!!

My only spin training was in Blanics and Twin Astir. That was last century. A good place to get some exposure, if spinning is still allowed in gliders.