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About poteroo

  • Rank
  • Birthday 20/09/1940


  • Aircraft
    Brumby R610, VANS RV9A
  • Location
    Albany, South Coast, WA
  • Country

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  1. It would be near irrisistable not to do a spray height flypast in your F18 - shake up the spooks. If the RAAf doesn't then I'll take money on the USAF doing it. What an opportunity!
  2. Never tell CASA that you are losing filthy money due to delays - their charter does not cope with that! It's like a red rag to a bull.
  3. What struck me about this flagrant breaching of pandemic regulations was that the perpetrators obviously were not short of a quid - yet were only penalised $500 each. Suffering expulsion from SA probably didn't break their hearts either. When you can afford to hire a Cessna 206, at probably $450-$500/hr, and then fly it over at least 20 hrs - ($10,000 at a quick guess), then the punishment certainly didn't fit the crime. happy days,
  4. Turbines have been a saviour of both Ag and PNG GA flying. At a huge capital and operating cost though. How we used to drool over the turbine PC6 Pilatus Porter back then. However, there are still plenty of ways to become a statistic: weather isn't any better, valleys no wider, hills no lower, more powerlines and hilltop aerials, and poor operating choices continue to be made. On the downside for light aircraft ops, avgas availability has become such that pilots are tempted to re-route via intermediate stops, or, overload the aircraft to give range. On the plus sid
  5. Was told by Avmed 3 weeks ago that I'd better relax and chill - they were looking at 6-8 weeks to process a Class 1 or 2, (with conditions applying). After several requests for ever more detailed reports, my grounding has now run out to 16 weeks. Just when we had more students thru the door than in the last 15 years! Time to retire, methinks. not so happy days atm.
  6. Have had a few adjacents when way out in the sticks. Many years ago, (pre-GPS), I was Marble Bar to Broome direct at 7500 and heard a C310 coming opposite direction at 8500 make a call at the standard waypoint near Wallal, (?). Thinking that neither of us could be so accurate on visual + ADF tracking as to be within cooee, looked up to see said 310 and our C182 cross precisely under/over. Big surprise! Little wonder then, that when I learned how to use them new-fangled GPS things - I learned to track off to one side of the direct waypoint to waypoint track, having watched US pilots do the s
  7. After a lifetime of flight planning, I have found a workable formula, (= rule-of-thumb), for dealing with wind. Halve the tailwind component that you have calculated, and double the headwind that you calculate. happy days,
  8. The worst damage we seem to incur is with the fine 'blue metal' dust that is created by large sweeper machines being run up/dn taxiways. This stuff causes small nicks in the backside of the propellor. They are obvious if you run your finger along the rear surface because they are sharp edged little divets which are like chiselled up butter - but slice your finger very nastily. When they are cleaned off by a flat file, followed by a light sandpapering, a small indentation remains in the metal blade, and this apparently creates turbulence in the airflow across the rear of the prop = reduced effi
  9. Whatever the wind, pilots face a dynamic situation which differs with airport surrounds. AWS is only for your guidance, and all pilots need to get out and learn how to manage the weather from cues that exist at the time of operation. The humble windsock can provide a lot of info - but it's little help if you fly straight-in approaches, or cut into the circuit on base, and lower than 1000agl to boot. If you fly directly over the windsock which is relevant to the into the most into wind strip, you should be able to observe the lateral sock swing. The greater this is, and the speed a
  10. I've used Merredin since around 1973, and it is located on a previously wind eroded, infertile tract of land which, as Onetrack noted, will only allow for stunted tree/shrub growth. So, the 800 ha has no value to a local farmer for cropping anyway, and the lack of internal fencing and water would preclude its' use for commercial stock : plenty of skippys though! It's also well outside the Merredin town boundary so as a location to live domestically, your services would be limited. Once China Southern established the flying school, it was not easily accessible to outsiders. You required 'pr
  11. Yes, not only a low hours pilot, but his transition training must have been inadequate if it didn't include crosswind ops. Surely this would have been covered? Much less likely to happen in Australia where a signoff by an instructor implies that the endorsee or checked pilot has met the 'general competency' rule. This rule also catches people who have not conducted/experienced, an adequate BFR/AFR.
  12. That's almost certainly no exaggeration as all 3 of the Milne Bay airstrips align with the Bay N & S coasts for the reason that there isn't enough 'flat' land at the head of the Bay which would allow N - S direction takeoffs. Add to this a line of steep mountains on the N side over which an approach would be more than hazardous. I flew in/out of Gurney several times during 1967-1970 in both C185s and in PA-23-250 Aztecs. Taking off into the east, ie toward the water, the Aztec wheels had barely retracted when we were over water. The runway was totally 'Marsden' matting in the 60's, but h
  13. I was browsing through my very old pics today and spotted this one of the memorial to Fr Joe Walachy, who left this world way back in 1965. On my 1st tour of PNG, (as an agricultural officer = 'didiman' ), I had met Fr Joe when he was flying into several Ramu Valley strips in the Madang district of PNG. I was based on Kar Kar Is for 4 months relieving the officer there, then was posted to open up the service out of Aiome. The Catholic Mission, based in Madang, serviced many strips in the Ramu, including Aiome, Atemble, Josephstaal, and Annaberg. In early 1964, armed with a fres
  14. Correct. Remember too, that the owner of the strip may not be a pilot themself - so take care with this. Focus on approach obstacles, windsock location, surface condition, fences etc, ie, the physical risks. The operation al considerations, eg, crosswinds, you have to assess on-the-spot.
  15. Ask the RAAus flying school at Muchea. Could be one hangared at Bindoon, Calingiri, Northam. Have pretty much been superseded by faster, full cabin types because of distances, winds in WA. Also, the 'market ' is much more developed these days, and also is heeled enough to be able to acquire higher priced types.
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