Jerry_Atrick

Many of us like to bimble; many of us like to tour; some of us like to do aeros; some of uls like to do club comps (unf. something not part of the UK scene). And some of us will take on extra training while some of us will conduct that training. So, what are your flying plans for 2020? I'll start: Training Once the TB20 comes back from the paint shop (it has been in for three months; 2 months longer than planned and is still yet to come out), I will do a little refresher training. I haven't flown much for the last couple of years and this is a bit of a step up. My examiner is almost as good as my second instructor/first examiner in Aus. The training will mainly freshen up the navigation bit as well as radio navaids and emergency procedures. As the a/c is N Reg (USA), I need to either get the piggy back FAA licence (61.75), however, the cost of doing that in the UK is almost the same as training over there for the conversion to a stand alone FAA licence. Have to make my mind up within 2 weeks or I will miss out (in my shareoplane, anyway) on some planned touring. Intend to do the UK IMC/EASA IR (Restricted) rating as a lead in to the Competency Based IR (rather than virtually doing the ATPL theory syllabus before getting an EASA IR). WIll also rekindle myself with some aeros (again, courtesy of one of my most inspiring instructors from Aus - he knows who he is). Touring - Europe - Weekend planned from London to Liverpool - 4 Days planned from London to Glenforsa (Scottish Islands) - 6 Days planned from London - Canakkale (Turkey) for Anzac Memorial at Gallipoli (which is why I have about 2 weeks to determine which route to get an FAA licence) Touring - Australia Birdsville Races - Sep.. Have the application in for the Aussie piggie back licence and ASIC.. Intend to rent a plane (prob a PA28 ) from somewhere around Melb. But, I intend a two week sojourn.. Haven't planned the route yet (unf, Skydemon stopped supporting Aussie maps, and Oz Runways only works on phones/tablets - looking at Command Software, but they don't seem to do a trial - will contact them). But the route will be most direct (taking into tiger country), most likely form YMMB with an obligatory stop in YTOC. After the races, head East towards either the Gold Coast or Ballina depoending on airspace and then south.. Intend to do Sydney from the air and then follow the coast to Melb, avoiding MIL airspace as required..

That is terrible and tragic - condolences to their family and friends. And thoughts to the 17 year old - no doubt scarred for life; He (or she) may have been careless, showing off or something esle; at that age - often with a less than fully developed frontal cortex, their (and we may say, our) perception of risk is a lot different to someone more mature.

Looking at that last picture, maybe need to cross post to the tiedowns thread ?

I have been overseas for 23 years and I have exactly the same sentiment...

Almost there... Note the missing horizontal stabiliser.

Carby fitted PA28s seem to be notorious for over-priming resulting in fires. The PA28 I occasionally rent is a tatty old school rental but the engine is still shiny new thanks to an over-primed engine resulting in a fire which did enough damage forward of the firewall for the insurance company to put a new engine in it. At Southend (pronounced by the locals as Sarrrrf-end), an Archer II came to grief because of a fire from over-priming. No one was injured in the incruance scam.. er claim... ?

Is it based at Jandakot, Northam or somewhere else? Is it more or less tatty or does it look like a major job to get airborne again, or does it look beyind repair? There is an old Seminole at an airfiueld here which is obviously beyond repair and has been for a long time, but someone is still paying the parking.. Will visit the a/c tomorrow to retrieve an ipad and take some more photos of my beasty babe,.

Tempo grounded about to get its new coat of paint. Have flown it a few times - takes a little getting used to. When it is back in the air, will get my examiner to come up to critique my style

There is another bloke going aorund the world in a C182... Other (non-competing) forum write up here: https://forums.flyer.co.uk/viewtopic.php?f=1&t=112140 His website is here: https://katamarino.co.uk/ He is currently in Maitland, NSW... Inspirational stuff. I am planning my first real big trip in the TB20 (beyond France and Germany) - Blackbushe (EGLK) to Canakkale (LTBH) for Anzac Day Service 2020 with an Aussie mate. About 10.5 - 11 hours flying each way... taking 5 dayss out to do it... Inspired by the above...

I am not sure of the exact licence the radio operators have, but they have to do some training and pass a test. It is of a much lower standard than ATC. ot Aerordroe FLight Information Offiver.

Sibson is for all intents and purposes and uncontrolled aerodrome. The "tower" has not ATC or flight information service. It has an air/ground radio service, whch simply passes on information about the airfield - e.g. wind, runway currently being used (i.e. they don't stipulate which runway to use, either). My home airfield also as an a/g radio - and more often than not, it is not manned. Crazy when you think about it as there is also an active parachuting operation there...

Although Syndicates aren't that common in Aus, they are very common here and they generally work well. In the same vain that one hears horror stories of syndicates, one also hears horror stories of the wrong plane purchased. Of course, with your own plane, you get to use it when and where you want; assuming it is serviceable. But it will cost a lot more and for many, it will be sitting around for long periods doing nothing - something Lycs don't like doing. I have been in two syndicates - both 8 people (that sort of seems the natural limit to me). The current syndicate is very active so some forward planning of when you want to fly and getting your booking in is the order of the day. The previous syndicate - a PA28 Warrior II, was much less active and one could often book the day of desired flying even in glorious sunshine (at the time, not so frequent occurences). I wish I hadn't sold that share. As for which plane - I have a few hours in both PA28s and C172s and I think it depends on what you are after and how much you have to spend. There is plenty of good advice already, but one should add is either way, prepare to shell out for a decent pre-purchase inspection.. Even if there are abnormal issues, it won't mean don't buy, but it will at least give you some bargaining power as to price to take into account abnormal maintenance items should there be any. That can save more than the pre-purchase. Other than that, try before you buy - and do your research. There are plenty of schools/clubs that will hire you either (or both) and some others to boot. Buying them is hard enough - selling them is harder (unless you have a pristine, low hour example). So make sure you buy the one you prefer. I learned on PA28s (Warrior/Archer) as well as C15x and C172s... I like them both (but, then, I like both Holdens and Aussie Fords). In the C17x, I don't like the electric flaps, though and apparently if you don't park them on flat lad, the tanks cross feed and if there is enough fuel, the excess will sill out through the overflow. The low wing of the PA28 will give you nice ground effect - a bummer sometimes when you come in a little too fast as you float down the runway... Either way, enjoy. It's greast fun and for getting around longer distances, no better way...

I would laud, ratther than condemn them. Yes - they have broken some laws which are designed to protect the public; But it looks like there weren't any unsuspecting members of the publix in harms way should it got pear-shaped. Yes, they have risked themselves, but a) it looks like they have done quite a bit of testing and we all complain about how CASA over-engineers safety regs; and b) it surely is a person's choice if they take a higher risk activity. If the fella plummeted to his death, it wouldn't be as if he was unaware of the risk.. Sometimes we should let people have a bit of fun... people aren't stupid...

Ahhh Red.. Now you're speaking my languages....

Phew! Otherwise, he could have been referring to a part of your anatomy!

ha ha ha ha.. I had a Russian born girlfirend when I was 16 (I obviously haven't drunk enough - I can remember that far back).. And I am sure that is how her family pronounced my rather poor rendition - it was how I pronounced it...and her family (all from St. P'burgh) obviously were very polite... Mind you, when I tried my Russian in the Czech Republic, I was met with a stony, deafining silence coupled with stern looks.. For correcting me.. Spas yeee bah! ;-)

@willedoo - someone would think you are pro-rouski! Cag di la.. and all than (pardon the spelling).. I have to say, water-borne a/c don't often do ti for me... But I have to say, I quite like that thing... Once we're out of the EU and the £ = the rouble, I should be able to get one ;-)

(stolen from another forum)

@Phil Perry - I hear ya! Most GA VFR radiotelephone is simple.. but in m,y check ride to let me get the keys to the new part-owned steed, the decorated ex-RAF PILOT/instructor used very sloppy radio comms - though not as bad as you described... over ‘ere, it is becoming endemic

I have to admit, and I am prepareed for the castigation, if it is a high-wing Cessna and it doesn't have struts, I don't get into it (unless aiframe hours are really low). But my petty prejudice is immaterial.. More people have sadly lost their lives and it has no doubt destroyed the lives of those left behind - my heartfelt condolences to them. But, there seems to be a pattern of higher houred strutless high wing Cessnas coming to grief through structural failure - is it time for the regulators to act?

@derekliston - I have had a few hours in the TB10 as well - an absolutely fantastic marque. The extra 55 hp in the TB20 are a dream come try.. it is the first GA type I have flown that pushes you into the back of the seat.. I know it is not the only one... I almost bought a TB10 outright, but SWMBO decided the money could have been spent on better things - her! Oh, yeah... The seats are blue leather.. with armrests! With my warped sense of humour, I think I may have preferred purple velvet with a fluffy-dice air freshener.

Actually, you'd think belly landing the TB20 would be impossible as well.. But that is what happened to the one I bought into - google N20TB and read the AAIB (UK version of ATSB) report. It is the reason why a vacancy in the syndicate came up. Not much damage to the plane, but of course, dug the prop in and the engine had to be rebuilt (zero-timed) thanks to shock loading. Although the AAIB report goes into the main reason why - a failure to double check - the real problem I am told by a reliable source is that because the gear up warning horn sounnds so similar to the stall warner horn, the pilot thought the stall warner was going off and therefore was applying power at the time... Bit of a shame and I feel for the poor buggah. But it is all rebuilt - but not painted. The synidcate has decided to use the insurance money for painting the underside of the plane as part payment of a full bare metal respray - we will have to kick in a few hundred pounds each to make up the shortfall - but as I understand, it includes some anti-corrosion treatment as well. Next flight is scheduled on the 18th; my medical expires today and, although I had an appointment a few weeks ago, I had to bin it because of work and the next available appointment is the 17th. I could have found another AME, but these blokes still do CASA medicals despite the administrative changes. Wx permitting, after an hour of circuits, I will be taking it down to Somerset (where I apparently live) for the night and the 19th I will be taking a colleague who has been bugging me for a joyflight and after that, back down to Somerset. I will be UK bound for a while, waiting for my US piggy back licence to come through, so I am planning a flight up to Liverpool and then another to Unst (believed to be the most northern airfield in the UK... And of course, to the Scilly Isles - to the very south west... Pictures below. Mr Perry (and anyone else in the UK or coming to the UK) - once I am totally at home flying it, you are most welcome to come along for a flight.

Or in my case The interior looks much the same as the other photos

No, it wasn't the arrival of Donald to Ol' Blighty's shores! It is much... much... much worse.. Despite an ex-RAF fast jet pilot, test pilot and fast jet instructor evaluating me, I have been cleared to fly the new syndicate aircraft I have just bought into.. A superb TB20GT. I know that amongst a lot of you who may even be bothered readinf these pages, this is a floppy jalopy (galopy); a go-go-mobile with wings.. and you look at me at disdain with sticking to ICAO CoA types rather than the pure flying of RAA/LAA types. And I know a Vans can go a bit faster (hmmm.. maybe I should rethink this again).. But.... What an aircraft she (or for those of gender fluidity, it) is! 7 Hour endurance will beat my bladder endurance; by as much as 6 hours and 30 minutes! 235HP feels like 235 horses pulling it thorugh the air at a great rate of knots, yet able to carry 5 (well, room enough for four adults and either a model or young child), lots of fuel and some baggage (oi! The partner doesn't fly with me.. she's too smart!) Quite simply, this is a go places aircraft that is built to take the punsishment I can meter out to it. Now, I can hear Jim Davis (Davies?), previously of Aussie Flyer writing fame but now retired in Africa somewhere reaching to dial +61 000, because I don't know much about hydraulics or pumping the backup gear extension system when the thing goes mammaries up (or more accurately, stays wheels up) - and he is sure I am going to drive it into what will become a smoking hole (he may be right). But the beauty is... there is a simple lever one pulls to dump the hydraulic pressure as it is hydraulic pressure that holds ithe wheels up - all the time. Dump the hydraulic pressure and the wheels fall down and lock - simples - no more winding, pumping or pulling (sounds like a swingers party) and losing control of the aircraft as one can't aviate while attempting to get enough pressure on the hyrdraulic line to flop the wheels down. And for the gadget afficiondo (sp?), there is a lot to admire. It has almost everything a moden, quasi-airline piliot wannabe wants.. I am not going to use half of it - for a long time - but that is not why I bought into the group; this is a sleek, stylish and reasonably high performance aircraft that does throw you into the back of your seat a little when you pump the fuel through the injectors. Oddly, I have always had to initially start with left rudder before applying right - not sure if that is gryoscopic forces of the three-bladed Hartzel (I assume) prop kicking in before the helix. And, for going to the French part of the Contintent, it is perfect; I will definitely get priority ATC handling over other British (now vermin as far as the EU is concerned) pilots in lesser (read non-French) marques... And, since my partner doesn't fly with me, it will be "ooh la la" with the local grannies on the incontinent. But, being French, it is designed beautifully, but in some ways impractical. The step onto the wing is narrow due to the wide flap - but lifting those gull wing doors means someone of even my short stature has to step back and I did feel the top skin of the flap press down with my left foot (will never make that mistake again). Retractable undercarriages on a low-wing - yuk! I don't want to have to test the emergrency gear release, so I have to literally lie down on oil-stained concrete to give the gear a good inspection.. The seats are uber luxurious and have a million different settings; and when you're in a syndicate of more than one, adjusting after the last punter can be a chore. The seatbelts across the lap don't adjust easily.. And the starting sequence of that lycosaurus is resplendent of a joining ritual of the freemasons or some such fraternity - lots of arms flaling and hand/finger wriggling. The official POH checklists are plain wrong and have gaps wide enough to drive a truck through (the instructor said they were designed as a guide and for or one to engage one's brain!!). And, while the gull wing doors are elegant and give the air of that 60's or 70's Merc, if one happens to flip on a forced landing or ditching, they will be an absolute pain to open - ours has had the magic mod, which means kicking out the back window is not an easy option as those who have yet to have the magic mod (whatever it is.. something about widening the doors). Yet, these are minor nitpicking things - well except for the one about not being able to get out of an upturned aircraft - and the checklist is devoid of opening the hatches during a foced landing. It has the range in economy cruise to get from the wrong side of London to Paphos (Pafos) in Cyrprus - in still air and economy cruise - minus statutory fuels reserves. It has a very wide cabin - no more rubbing shoulders with your pax; it is extememly well behaved in all practiced stall configurations; As a tourer, it is not as responsive as, say, a Chippie, but one of the syndicate pilots showed me how it can be turned on its wingtip at almost 90 degrees and still hold its height - very impressive (if a somewhat excessive manouvre (sp?)). It also has a nice demonstrated x-wnd component of 20kts and the checkflight was using about 18 - gusting a little higher - of them. My plan... I have it booked out for another hour of circuits to get myself used to it without the right hand seat advising me what to do. Then, I am going to enjoy it VFR and ignore the advanced gadgetry for a while - 23"/2300RPM at about 135kts should keep me happy for a while until I am really happy with myself and have made the move from C172/PA28s to it. Then, as it is N reg and we have a few FAA training schools here, so the FAA/IR (getting the piggy back licence as I write). Then... bank account drained and time for a second job ;-)... Excited! You bet!