peter

Like many things, this SEEMS like a good idea but can anyone provide information on how many accidents occur through poor maintenance due to lack of knowledge? Education does not change behaviour, show me a smoker who does not know that smoking harms your health. Cowboys will be cowboys, doing a HF course does not stop smart educated people doing silly things Just another hoop to jump through which will keep honest people honest and the others will do the course then ignore it. How many dirt bike riders have to do a course to maintain their bikes? I don't want to go near controlled air space, I don't want any extra privileges I just want to fly!, without more and more red tape, Peter

Not sure that I agree with that, you could have terminal cancer but your risk of sudden unexpected death could easily be less than someone with impaired glucose tolerance which has the same cardiac risk as someone who has known ischaemic heart disease. In the first case CASAA would deem you immediately unfit but in the 2nd case CASA makes no distinction. The rules governing AVMED and DAMEs has not kept pace with modern medicine and in many areas is fundamentally flawed. Peter

Epilepsy, seizure free for 2 years = fit to drive a car Renal colic/calculi = fit to drive a car Type 1 diabetes, no daytime hypoglaecaemic attacks = fit to drive a car Cancer in remission = fit to drive a car Cancer undergoing therapy, in many cases = fit to drive a car There will still be a very big gap between the standard for RAA and a class 2 medical or the new RPL " drivers license " medical Peter

Hi Eric, I think you are asking what is the likelihood of and what happens if you reach past the stall stick position whilst deliberately sideslipping , for example, whilst trying to lose height during an approach. When I did my tail wheel endorsement on the super cub at Aldinga this was discussed and attempted whilst practising sideslipping at considerable altitude. The cub virtually refused to stall so was not a problem however djpacro may be able to enlighten us as to the outcome in less docile aircraft Cheers Peter

Sextant used during daytime (sun fix) produces a line of position, not a fix. To get a fix you must add DR, total accuracy from a small platform, lucky to get within 5nm. Running fix using map and compass from an aircraft, probably several nautical miles, direct map to ground immediately over a known feature, probably a mile. GPS accurate to 30 metres. I'll take the GPS thanks. Map to ground gives you an indication what cross wind you have been flying in, glance at GPS and you get real time information, I'll take that thanks. to get accuratE chart fix needs head focused inside cockpit, accurate GPS fix occurs with my head focused outside the cockpit, I'll take that thanks. Flying down final, quick comparison between IAS and GPS ground speed then glance at windsock and you have a guide to expected wind sheer , I'll take that thanks. Do I carry charts, you bet, I love them, they are fabulous for getting an overall perspective. Do I use my GPS, you bet. which one is "primary", who cares! I use both. peter

North up. I find it much easier to "plot" other aircraft positions that way. I fold my charts in a rectangular pattern to fit on an A4 clipboard. If you have track up, do you fold so that the track is upwards aligned along the fore/aft axis of your cockpit so if the track is say 145M do you have 180T "up" or do you have 145M "up" With the chart " angled" on your clipboard ? Peter

I believe this may have been my engine! If so, it was from my Cobra Arrow initially. It was professionally rebuilt(at a performance workshop in Adelaide, and would have had around 100 hours on it) and was very smooth at everything from 1500rpm (that's where my idle was set) up to 6500rpm.It was running through an AMAX belt redrive when I had it. Peter

.??? Brooklands, I think they use 126.7, Cheers Peter

I really like your post Thirsty, every time I land I get to the hold off phase and tell myself, fly it, fly it, fly it otherwise I just tend to freeze and hold the stick still thinking I am in the right place so leave it alone but of course airspeed is bleeding off and the stick needs to keep coming back to keep it in the same place. I think flying taildraggers helped me a lot because you must keep active throughout the whole landing process, sitting still just doesn't work at all!!! Peter

I am very happy with oz runways so not worth the cost/effort for me

Welcome, I do rural and remote GP locums, currently typing this from Woomera, but based in Goolwa. Have used the plane to get to work all over SA and western NSW. It is a great way to go, Cheers Peter

I broke the frequency selector knob on my Icom A200 radio in April, removed it and took it into my local electronics/comms repairer ( non aviation), he recognised the radio immediately and promised to check the availability of parts, 5 months later and multiple excuses later, nothing. I rang Mark at Kyle Communications who expressed surprise and told me the parts were readily available here in Australia. I retrieved my radio and posted it to Mark. 10 days later the radio has been returned to me, installed it this morning and I now have comms again. 5 months of utter frustration solved in 10 days by Mark. I contacted him because of these forums, thanks Ian for creating the forums and thanks Kyle Communications, great service at reasonable price. Peter ( a very happy customer)

Hi TP, thanks for posting that link, I have read through all those posts and was stunned, amazed and very disappointed in the attitudes of our fellow flyers. I did my TW endorsement over there and my son learnt to fly over there. We both had very good experiences. They have created a very successful flying school. Paying customers vote with their feet (and wallets) and they are very busy which means they must be providing a good service. Having a successful flying school at your airport is a mixed blessing, bringing new people, enthusiasm and extra services but it also means busy runways and busy circuits. Sorry I don't know about the history re the council. Peter

Most of the young flyers I come across are keen to make flying their career/profession. Whilst I think it is great that they are exposed to "recreational" it appears to me that this is not where they headed. The majority of new flyers who will be learning in and staying with recreational appear to me to be in the 40+ age group. They have the time and the resources. Given that people appear to be flying into their 70's with the medical licensing requirements of RAAus and RPL this means they may be in the sport over 20 years. I think the "future" of our sport is as much or more to do with encouraging "older" pilots as it is "youth". How about scholarships for oldies? I would like to see a section for "mature age" student pilots. Peter

When doing my tail wheel endorsement I found "Tailwheel101" and "Tailwheel 201" very helpful, (both DVD's , by Damian DelGaizo) Peter

There is a Corby Starlet builders group on yahoo forums, they know of almost every starlets history. There was a thread on there a while back discussing a very poorly built and then rebuilt starlet which came on to the market, a real trap for the unwary. I would strongly urge you to ask that group if they know the history of this plane. They will certainly give honest and knowledgable advice which may either save you some money or give you real confidence in the purchase. Peter

This is a great question Ian , and I think it would be really interesting to correlate the response with aircraft ownership. I wonder if people are more prepared to fork out the cost of ownership if they think they can just pop out for a flight before brekkie or late afternoon or just go for a circuit or two knowing it won't be an all day affair.

Thanks for the video's, really enjoyed especially getting such clear audio with it. I always thought that our call signs should be given one number at a time, 2424 should be "two four two four" rather than "twenty four twenty four". Peter

It looks pretty bad if an instructor puts a student up for the test and the student fails, so if your your instructor thinks your up to it then your up to it. Enjoy the experience and once you earn your wings then how about a visit to Goolwa to show off the new plane!!

Did my TW endorsement on the Sport Cub at Adelaide Biplanes, thoroughly enjoyed it and would recommend them highly. Also did some hours there in the SuperCub plus a few hours in the Super Decathlon. I dont own or fly a taildragger, just did it to improve my flying and see what it was like. Loved it all, the planes are in top condition, the whole environment is very professional. Of course the scenery doesn't go close to matching Goolwa................ Cheers Peter

Hi Thirsty, Please keep us up to date. I was the previous owner of 5678 ( originally with pink striping and known as "Priscilla" - queen of the air) and sold it to James. The original owner flew her around Australia, literally, and also won a section of the Brisbane air race in her I believe. I flew her Noosa - bundaberg - MBD, and all over south Australia, never missed a beat, she was fabulous. Very sad to hear this, please let us know the eventual outcome, cheers Peter

hangar sites still available at Goolwa - fantastic airport, 3 strips, generally very quiet, rarely hve to wait to enter and roll, fantastic scenery ( whales now just off the end of 19), and of course very friendly people!! Peter

? aft C of G, tail slow to come up, unable to keep nose down.