Pearo

My victor motor mower is 20 years old and has done about 20 hours. Its had 5 plug changes, and never had an oil change. I have replaced the pull start cord 3 times and the throttle cable just failed, so I replaced it with a makita battery powered thing. Therefore Victor is better than Jab and Rotax. Lets see how the Makita shapes up.

Without wanting to put this thread off track (given I was the one that prompted it in the first place). I could bring a together a team of IT staff that is more than capable of pushing out something well within that 10 year time frame, and I promise it would be more reliable, more functional and more stable. QOS and agile are just tools to hide incompetence, especially here in Australia. The system I currently work on is still the largest and most capable in my field, but due to incompetent management, excess process and lack of investment it has fallen behind. Its all worked out well for me though, because my company (that I part own) is starting to turn that around. Without seeing the code behind the current ATC systems its only speculation, but I dare say that with continued investment with quality staff the current system may well be as advanced as it was back when it was first developed.

For business travel, I prefer the sydney airport link over a taxi. Melbourne on the other hand, is a pain in the arse. You have no choice but to be stuck in traffic. The transit lanes in Melbourne rarely seem to be enforced by the police and subsequently there is just as much traffic in them as there is on the other roads.

I got to tour BNE Centre and the tower thanks a friend who was as the time, the top brass at the place. Back then, they were in the process of specifying a new system as reviewing what was available on the open market. The problem here in Australia, is that corporate IT in every organisation is all but useless, so you can rest assured that when they do finally find or develop a new system it will also be 20 years old also. For now, they are better off with something that works somewhat reliably than having the bulk of useless IT management install something that falls over when some sneezes.

No offence champ, but in this day an age there is no excuse for putting yourself into a cat 4 cyclone when you are that close to land.. I think you also said put up a stormrsail, which would last all of a few seconds in those conditions. This just goes to show your understanding (or lack) of sailing in those conditions. The best place to be is not at sea. Stop trying to justify you comments, its was utter nonsense in the first place.

We just got flogged here on Brisbane Northside. I was looking at the radar and it still looked like a cyclone to me. Brisbane ATIS showed 50 knot gusts, I would suggest that 50knots was more sustained than not. I have copped damage to my house and wont really get an understanding of the full extent till tomorrow.. Technically what we copped was the same as a Cat 1 cyclone. Someone posted hear about going to sea in a Cat 4 being a better option than staying in a local anchorage. Seriously the dumbest thing I have ever heard.

All the sailors I know opt to push up into mangrove line creeks and tie off to multiple trees. Calm water, sheltered by mangroves than can take a flogging. Worst case you rub up against a muddy bank or bump into some mangroves. I have been at sea in a force 10, no way I would be out there in a cyclone, thats crazy talk.

I know a bloke who set of 406 EPIRB in central Australia after they got stuck on motorcycles during unseasonal rain. They got rescued, only just, the cops that picked them up nearly ended up setting of their epirb also! Pretty sure they had GME epirb, but its all recorded on video!!! I have a DVD here, I will see if they have a youtube vid of the incident.

How do you come up with that figure? If I want a half decent IFR capable 4 seater (would prefer 6) I cant make the sums add up.

Do you mind me asking who you did your test with? I flew with Reg Grundy for my PPL. I actually really enjoyed flying with him, he his reasonably strict, but he lets you find your own way and he offers up some really good advice. In aviation, I never pass up getting some good advice from a competent pilot, and I think he picks up on that. Hearing you there. Time aside, I am not sure I can do those hours financially at the moment either. I have spent the last year looking at GA v RAA, buying v renting, even considered building. Decided to take the plunge and do my PIFR so booked in the IREX course with bob tait but now questioning if I have the time and money to pursue that too...

Well done aplund. It sound like your PPL test was a little more full on than mine! Was your testing officer someone from the school or someone outside? I got myself lost on a diversion as well (was low level due weather, to watts bridge), but thankfully found myself in time!! Re cost of 172s, I think the cheapest around is Darling Downs aeroclub. Redcliffe is also under $300 (maybe 270 odd). Doing 10-15 hours a year is just enough to maintain your skills IMO. I am doing about that at the moment due to work and other commitments. Between RPL and PPL I was doing a lot of local flying and not working, so I was doing around 100hrs a year, it sucks to have dropped that down but I need to fund the habit somehow! Every time I go up now I try to practice a couple of things if I dont have pax, and sometime I will go for a quick buzz to the training area then head back and do half a dozen circuits including shortfields, glides, flapless etc. The one thing I have not done in a while is a decent nav ex. Thinking I might a run out west soon, maybe Longreach or Birdsville just to test myself! Will have GPS and OzRunways but plan to do it using DR. The red country is the ultimate test of DR skills!

If you fly into YBSU (Sunny coast), you need an ASIC. IF you want to get a coffee your ASIC is useless. You land, leave via the GA gate, go though security to get to the sterile side where the coffee shops are in the terminal. When you leave, you go back through security to the non sterile side. To get airside you call a number, they open the gate remotely and you are back on the sterile side with out going through security. It would be easier if we could enter via a side door of the RPT apron, but that is not allowed. There is security controlled airports, where you land and the only way back in is by calling someone and giving your ASIC details, rego number and name. Longreach is one of those places. I dont get it. There is a lot I disagree with when it comes to the RA community, but ASIC is not one of those. Its a joke. BTW, those saying you get a 10% discount at duty free, you are still paying a premium. Airport duty free in Aus is dearer than at lot of local reatailers even with a 10% discount.

Trust me, compared to the clearance I am getting now the upgraded ASIC process looks like a walk in the park

I have that book here, and another written by the same author. Great reads.

My fave aircraft ever. This aircraft helped drive my irrational interest in aviation!! I have sat in the cockpit of one, and have seen a couple in the flesh!

Or you just fly the plane and deal with it at a safer altitude.

I got spoiled, I learned at an airport in a 172 that has a regular 10-15knot crosswind. Post christmas, the crosswind blows through the hangers, so when you think you are about to touch down you get a gust that makes you go flying again.... Beside the point. I was taught to do a T&G with full flap(30 degrees in the 172 I was flying) because a solo student had a flap retract failure. It works, but climb performance is atrocious and its going to be a 500ft circuit at best.

Cant agree more. For those of us with aircraft experience that fly into Hobart know exactly why this can happen. I have not been into hobart since early this year, but they were doing upgrades to the terminal. Hopefully as a result of this incident they will also consider some air-side upgrades also.

Obviously Mr Lawrence has never taxied a 737 in the crazy tight turning areas allocated at Hobart. Cant say I have ever sat in the cockpit of a 737 (have been in various other RPT jet full motion sims though) but I am guessing that the view is probably not the greatest when looking toward the rear of the aircraft.

It was defiantly a combination of wind shear and elevator failure.

I heard around the place that it was landing gear failure combined with blocked with static vent

Where is that written? I have had a look for it and could never find it. I am lucky enough to have 2 comms, so I can have the best of both worlds.

I was listening to the ATC recording, and it appears archer tower noticed the failed gear. They had a second aircraft report on it. Awesome effort on behalf of the pilot. Not sure why the gear fell off though...

I do this moreton trip a lot, and always use 126.7 which is the correct frequency to be broadcasting on and monitoring. When flying to Moreton from Bribie, I change from 125.85 to 126.7 once over water and then make a position broadcast. I reckon this is important, because most people do the overwater leg at 3500 so you are in gliding distance of land. I also make a position broadcast when returning, and another on 125.85 when nearing Bribie. Also, the Tangaloma resort chopper is usually quite active, but always broadcasts position info on 126.7 also, I am spoiled and have 2 comms, so Brisbane Centre is always tuned in on the second com. I would not be concerned about YRED as everyone changes to YCAB CTAF at Beachmere anyway.

#whats with all the #hash tags on #everything?