dunlopdangler

Probably lied about his health, given his age.

making every flight he has undertaken illegal?

just how does that happen...???.

I would like to know what issue he allegedly lied about on his student pilots licence application in 2013 that couldn't be sorted out without wasting valuable court time and taxpayers money..

saw this on the news and the cynic in me thought he might have wanted a much closer look and bogged his plane... would not be the first time and probably took him 18 hours to come up with a plausible excuse..but you never know..

front transaxle cleverly hidden as well as steering linkages.. the airphipian actually was certified and now the inventor (aged 90) and his son are looking at putting it back into production. The same factors that killed it off last time I think will hinder its rebirth and that will be its cost against performance.. the original had a range of 375 miles, cruise speed of 95kts and todays money $375K (USD)

From Brisbane you could do this big circle.. Jimbour house near Dalby used to have a cellar door, but still nice place to fly into for a picnic and enjoy the old world charm. Riversands winery at St George, then across to Stanthorpe and you have a plethora of wineries around that region, into NSW and work your way down the hunter starting at scone and check out a few wineries with airstrips here

http://www.transaero.com.au/resources.html links to Victorian places but has a pinned map that could be useful

Shags.. already done mate.. Brisbane Flying Group have two 172S's.. well organized group and I used to fly them when they had the grummans.

they currently have 44 members and shares come available from time to time and can certainly make flying more economical.. you never know.. If they get more membership enquiries, they might go buy some more..

Found n interesting link watching that video to www.planedriven.com

Southern skies is about the same cost as redcliffe aero club. Toowoomba aero club is cheaper than redcliffe with landing charges waived for ab-initio.

The RQAC business model has been shaky for some time and quite frankly I am surprised that it has lasted this long.. I was gobsmacked when they got some premises at Wagner's airport.. must have had a free/subsidized period and now the rents due.. Years ago, I was a member, but the RQAC then is nothing like todays..

Aplund, I would walk away from any involvement, so you can just concentrate and enjoy your flight training, with as someone else here has described as a sausage factory, and find another school where you will be better trained..(and not just be a number) my suggestion... Go and see Brian Weston at Southern Skies near the terminal building (yes 172) and fly with one of the best instructors I have ever flown with..(he does my AFRs) Interestingly he has some other students there that have walked in disillusioned by both RQAC and others..

PS.. He will be there tomorrow Easter Saturday ( a mate of mine will be doing some flying with him)

not a bad thread at all and aplund by now you will realise that there are a lot of resources at your disposal to learn this aviation thing.. over awed at some times, we all go through that stage but at the end everything becomes clearer (until there is a rule or procedure change and that happens only too often)

Just ask questions in your pre flight briefing to ensure that you understand all the tasks you will be undertaking, as there is no point in not asking.. the only stupid question will be the one you don't ask... in the air as well, At about $6 a minute dual these days don't give your instructor any time to relax..

Ah, sorry Nick, thought you were talking about Cirrus G3.. (it was late when I wrote that last night) Anyway, further to your comments, there is no correlation between stall speed and safety.. You commented on feeling safer in a carbon cub than something that stalled at 60 plus knots, yet that particular aircraft has been involved in quite a few accidents (fatal) involving what I would describe as arrival stalls. I might add that I just don't fly so called high performance planes, but also enjoy the other end of the spectrum.. for example before I strapped on a Lancair, the only aircraft that I flew during the previous 12 months was the Skyfox.. so regardless of what plane you fly, if you fly it within the design specs, you can really enjoy the experience.

I can only comment on stuff I have first hand experience with and accordingly I'd like to add a few comments further.. this time about the cirrus. I would agree that early on they did have a dubious honour of being over represented in fatal crashes and I would ague that this had a fair bit to do about the attitudes and airmanship of people who where flying them and I would compare this with the over representation of fatals associated with Beech Bonanza and Cessna 210 in their day.. With education comes safety.. so much so that they now have a fatal occurrence ratio of .42/100,000 hours compared to the venerable Cessna 172 of .45/100,000 hours which puts them into being one of the safest.

I would also point out that I've never had a problem flying them in or out of Wedderburn or Clifton or Tyagarah. Right now I'm trying to justify getting another one.

Ah, almost forgot Nick, G3/G5 are NOT experimental and your argument about souped up engines is groundless as the Lancairs for instance run stock engines (unless they're racing in Reno). Builders do however put engines in to suit how they want to fly and how much money they want to spend. and the vast majority are certified engines..

Firstly, there was no issue with certification of lancairs in oz.. There was however issues between avtex and dot/caa/casa which ended up being dropped after going to tribunal. This costed a lot of builders having to spend money in proving flight tests to keep them on the air abiet with a 188kt speed restriction.

This was all cleared at the end of casa action against Avtex..

The tail flutter was a by product of some builders techniques in attaching the tail strake section to the fuse and there are truckloads of info on this that concerned some early US 320 builds. The small tail was designed for the 235 and when KE did some flight testing on behalf of the regulators he waffled on a bit about the light contol loads. The larger "mark 2" tail was a design colaboration to improve stability for the higher HP done by Graham Swanell.

Whilst the Lancair is not everybodies cup of tea, I enjoyed flying them and with about 800 hours in them PIC, found them one of the most easiest and delightful planes to fly even with the odd emergency..

I had the pleasure of meeting Chris on quite a few occassions and extend my condolances to his family and close friends. Thankyou Ross for informing us on his passing.

Welcome to the forums James my dad built a flea way back in the early sixties when we lived on a farm.. I was only a little bloke then lol, anyway to this day I can remember my dad doing his take off roll screaming down the paddock getting airborne and then promply crashing through the next fence... Totalled the flea but walked away with a few scatches and sprains.. He salvaged the engine out of it. Made another prop and put that into an airboat he built.. That's another story..

was a passenger in a tail dragger Skyfox when it ground looped on landing at YRED years ago, apparently nothing special as it was a fairly common occurrence..

Congratulations Pearo.. You are not alone in being self critical after a successful flight test, most of us are like that I'm sure, as much as we are happy to have passed the test, I for one have thought that I could've done it better... don't dwell on it too much and enjoy the milestone that you have achieved

any one sure that plane actually flew because it looks like it is still in kit form and delivered by a "Temando" sub-contractor:yikes:

In G.A aircraft, CASA has a similar situation in training in an experimental aircraft as Depicted in the C.A.A regs.. However.. you will find a general reluctance with flying schools because of the potential to loose their profit margins from their own training aircraft.. they will of course use the insurance bogey.

I read it on a thread somewhere on these forums, it was stated the engine out performance / handling was so unsafe they had to be fitted with a ballistic chute in order to be certified.[/quoteNo Teckair, the true fact of the matter and not heresay of someone's incorrect opinion is that the chute is there purely to comply with certification as an E L O S. As the wing design makes it pretty hard to firstly get into a spin and if you manage to get one spinning... fairly hard to get out..

Adam, you don't need the autopilot to fly the Cirrus effortlessly, just trim out correctly like any other aeroplane... obviously the person you flew with forgot to use trim... or flew it so bad.. it felt "twitchy".. You don't need the G P S for autopilot, it will still follow a heading bug.. chute deployment should be carried out above 1500 feet a g L and below 131 knots.. If a V F R pilot inadvertently enters I M C then the chute could be a lifesaver considering the alternative of loss of control or controlled flight into terrain (and the crash comics are full of those examples)

Apparently with out power the Cirrus is a unsafe heap of crap I would not get in one.

and I've also done a couple in the A 3 6 bonanza and would rate the Cirrus better overall. Bad airman ship was the cause of the majority of chute pulls giving those involved an opportunity to question THEIR decision making.. would I have continued with a illuminated warning light on the panel flying on over more suitable landing areas (airfields) in any aircraft, be it a Sky fox or Cirrus? NO!!!

I haven't spent too much time on this forum lately with everything happening around me at the moment, but was planning to be in Townsville again in the next few weeks and would have hoped to catch up with Ross while I was up that way.. came on here tonight only to be shocked by this horrible news, Ross made a lot of friends in the flying fraternity,

and I just hope that his loved ones can be buoyed a little with the knowledge that he is held with the utmost respect by many and will be sorely missed... Thank you Frankie for the video as it does give those that didn't know him a little of the essence that was... RIP Maj....

Off his linkedin page, he is the Managing Director of

Dacela Nominees Pty. Ltd. the registered owner of VH-SDV

and lists his experience as:

January 2011 – Present (4 years 9 months)Gold Coast Australia

Relief Business Management

Experienced and Licenced

Plumbing and Drainage, Earthmoving Civil

Project Management iv, Aviation Charter.

Hardware & Plumbing Supplys, Storage Commersial.

Equipment Hire Large or Small, Swimming Pool Install-Sales

can't find an AOC though.. boy is he in trouble now....

oops I meant SJ21