Ballpoint 246niner

Got to ask FriarPUk - you must be related to my Puk(Graham) ??

I saw it too! But 50 metres on the RC gear. My JR gear years ago had at least a couple of kms range! Never the less it was a good doco. And I wouldn't mind a flight in the chase plane, not the Cessna but the turbo prop but only after the pump was fixed.Imagine everyone jumping out of the 727 and then the chase plane blowing up from the seal blowing on the fuel pump. Hmmmm largest out of control RC ever seen! Yipe!

I can see the 25 year RA reunion now, the Ferris wheel flopper, the fat cat and the financial fool, with the middle of the road manager serving the soft drinks, while the jaded majority have a bonfire burning the discarded invites... What a mess.

BP my post wasn't directed at yours but the one from Latrobe Valley.

Oh these guys knew alright, two of them apologised! This was RWY 30 at YCAB

I can recall at least 4 GA single or twin aircraft at our home airfield who have commenced contrary direction ccts on one of our runways in the last 6 mths, another half dozen that have done mid x- wind joins and cut off existing downwind traffic, this is not isolated to any particular grouping, but poor airmanship is alive and well at most airfields. All we can work on is that it's not us.

Also a bit of secondary rudder control can take the edge of things if she starts getting a bit wobbly in turbulence....

I had a 120 and did a few Temora 6 hour trips in her, I found mine pretty good, but all aircraft are different. I like the centre stick as it frees up the lap area to work in( sickos please disregard!!). Ultimately every one will find a system that works but as Tomo and other have said less is more. KISS, Big picture/ small picture.

Cheers

I guess the centre stick like the Jab, Savannah and Skyfox isn't such a bad idea then, although my plans get pretty hard to read when I use the left hand to make entries.

I have numerous students who also struggle with this in Nav training, so rest assure your not alone Maggy drop, firstly make sure any knee board you use is on your left leg so you can rotate it out of the way when not required, eg in cct. Secondly go with a smaller one and as DJP says learn to fold the maps down to usable sections, next make sure your board has a clip so you can remove the map and look at it in front of you when orientating your position, ( map to ground)- this ensures you keep your head out of the cockpit!

Last but not least if any system gets in the way of operating the controls then find something else, safety is paramount.

Aviations Natural Law

- All Instructors are heavy ( every time a student goes solo they all say how light the aircraft is...)

- The shortest unit of time at an airfield is half a day.

- Everything you are taught is right- you just don't realise it yet.

- You'll never regret that extra 20 litres.

and I bet we can add many more....

This is a video of me going solo after a short check flight with my instructor, which was filmed and edited by my dad. I went solo after 10hrs of powered training and 30 hours of gliding. Just like when I went solo in a glider, it was an incredible experience to have and I'm sure I'll be doing it for some time!

First time alone, but you're never alone now joining a relatively small percentage who have commanded an aircraft in this century of flight. Be rightly proud and never stop learning- congratulations!

It would appear that there are registration problems for a number of European sourced aircraft where RAAus is now repudiating historical RAAus issued type certificates and as such the seemingly only way forward for those members who may well have been historically flying at weights in excess of 544kg are being asked to go back to 470ish Kgs MTOW. Realistically for those in this situation it makes an aircraft that had a useful load that was indeed useful to an aircraft with a useless load. An example being 2 80kg humans and 10L fuel.....I had heard 3rd hand that Flight Designs and at least some of the aircraft that Michael Coates imports have been caught up I this issue. I had also heard that these were being dealt with as they came due for registration. Can anyone confirm or deny? If its true who amongst the members of this site are caught up in this issue?

 

If it were me, and I had a $100k plus aircraft that was suddenly made effectively unsalable, I'd be out looking for blood.....

 

All of the above is sourced 3rd hand it may or may not be true and if you have a Flight Designs or Michael Coates sourced aircraft it may well be worth checking out before the rego falls due and you cant fly......

 

Anyone? Any other aircraft caught up in this issue?

 

Andy

I believe CASA and the distributors are working with Flight design to resolve this issue.

Awesome weekend and not as cold as previous. At Longreach at the moment, sat in the 747 business end this arvo and all the pics coming on Wednesday. Thanks Old Station.

Could imagine it floating past your hi rise, you'd think ET's mum had come for a visit

The needs a bra! Or many!!! I heard about this thing, it makes a Savannah look like Claudia SchifferWHAT were they thinking....

A Vought Corsair, a Cessna Caravan and a Super hotted up STOL cub or Maule - not much really, that would do.....

New prop fitted old spinner made to fit ready too head south on Friday weather permitting .....

Just a bit of a "bucket list " thing I've wanted to knock off over the lasts few years, so a mate and I are taking a C172N up there after a great weekend expected at Old Station.... Nothing special except to me.

Ditto then on to Longreach!

Great food shots, next you'll be on my kitchen rules! hope it didn't unload in the turbulence..... LOL

I did most of my training at a airfield with a runway that points out to sea, I was taught to begin the turn on to crosswind early (only on this runway) so as not to fly too far out to sea. So really a question staying within glide distance. Thoughts?

Firstly still no turn below 500 AGL so no snoopy doll yet... waaaaittt.

continue upwind leg to 500 but skew your heading slightly to right( for a std LH cct) so if you have to turn back due to an EF you are in a better position to go straight to base leg for a reciprocal landing without having to do a full 180 turn.

Now of course you can't do this where CTA or parallell runways are in operation, but it's all about safety margins.

BUT the rule remains in force- no turns below 500AGL, see posts above...

On a private property ,with the owners permission and the appropriate low level endorsement,,,,,,maybe,,,

As an instructor in RA this is probably beyond the requirements, but as my tag says -GA taught me discipline, and whilst some can be overdone, I think all pilots, especially those advising others need to hold themselves to high standards even up to GA standard. We get lot's of converts so you need to be able to play ball at their level and then having gained respect, enlighten them to the difference in lighter than GA and/ or high drag types.

Thanks for the quick quiz and hopefully those watching are learning in the process...