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About poteroo

  • Rank
  • Birthday 20/09/1940


  • Aircraft
    Mostly my Brumby 610, or RV9A
  • Location
    Albany, South Coast, WA
  • Country

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  1. Illustrates just how the COVID lock-in, (to Australia), has created a pool of money for use in pursuits such as recreational flying, bush-bashing by 4WD, caravanning, and also for property in the country/coast. ($68b ?). With the Feds now talking mid 2022 before international travel begins, it looks like the boom will continue. In 15 years, I have never had so many student prospects booking TIFs, and so many beginning their RPC training. If it wasn't for the fact that I'm nearing/probably at, the end of my instructing career, I'd be looking for another junior instructor. Once
  2. That's true, and is why Vans have been opposed to the fitting of higher HP engines to RVs. Provided that a pilot is aware of this, then you're forearmed. As I noted earlier, the most important reaction to approach to TS, squall lines, or likely/fcst rough conditions is to slow down. And do it early. Va in RVs is quite a few kts lower than their usual cruising IAS, and they take precious time to get slowed.
  3. Reportedly, that was indeed the long term lease price which the local Council agreed with China Southern. It then made Merredin nearly inaccessible to GA/RAAus because of the restrictions applied by China Southern in respect of times/conditions for flying in. Local aero club faded away. But, the positive from CS departure is that Merredin now has 2 sealed runways, and sealed dispersal areas. That alone is worth several mil. Whether the buildings will be left isn't known. I'm not sure that the local Council were responsible for any of the upkeep costs while CS were in residence t
  4. Pretty sure they are NOT. In fact, I'm unsure of whether the factory has completed any for sale in recent times?
  5. Sorry, no knowledge re this aircraft. You are really talking apples-to-oranges here: low wing + Lycoming v high wing + Rotax. Quite different aircraft.
  6. Looking through various threads, I found this query from nearly 12 months ago. No responses, so thought it worth describing our experiences with over 1000 hrs of flying a Rotax 912ULS version of the Brumby R610 high wing: 1. the engine has pro's and con's in that it's smooth, quiet, fit-for-purpose....... but not cheap to maintain in a flying school environment. I mentioned the problems that Brumby struck with the 0-233 Lycoming some years back. It was an ambitious effort, but at least they have now settled on a more standardised model. 2. the airframe is vg for training - sp
  7. .................. and @ 150-160 KIAS, you are into cloud very, very quickly. At this speed, it's likely to be rough air flight, and that certainly upsets the balance of the non- IFR pilot. Slowing the RV aircraft down to 90 kts reduces the rough ride, and allows for a less frightening turnback.
  8. Very, very fast in an RV7/7A. Because of the seating position, and the cutaway of the engine cowling, pilots don't realise that the RV is actually in a greater nose down + angle-of-bank than they perceive. Believe me, they get away very quickly! (1500+ on RVs and lots of test flying & instruction). Given that the normal cruise IAS is somewhere up near 140 KIAS at 7-8000 ft - you are really 'chancing your arm' when the aircraft has a Va = 123 KIAS. Remember, this is only if the MTOW is at its' maximum allowable - anything less, and the Va is less than the 123 KIAS quoted. It seems u
  9. Slipping with full flaps never seems to 'work' for me, certainly where the aircraft has a large flap maximum of 40▫️ , eg SuperCub, heavier Cessnas. Bar talk about a severe nose pitch down as the crossed controls are uncrossed in the flare is something I've tried to reproduce - but no. My RV9A has only 30▫️ max and even with idle power, & 60KIAS, wont sink faster than 600fpm. But, with nil flap, full crossed controls @70KIAS, it will exceed 1000fpm. Reassuring that it never creates a risky configuration. My Brumby high wing has only 30▫️ full flap, and slipping isn t comfor
  10. The advice given that 'brakes are the best way to slow the aircraft' is, IMHO, the worst bit of advice ever in respect of achieving a short-field landing. Go ask a pro how it should be done. Firstly - cutting the power before the roundout will result in you being unable to hold the aircraft up with elevator, causing it to touchdown ' flat' on all 3 wheels. Then applying hard braking almost ensures that weight goes onto the nosewheel and off the mainwheels - where you hoped to achieve braking. Not the smartest idea! This leads to nosewheel damage, and often leads to loss of di
  11. The common perception is that training aircraft will have been subjected to all manner of mishandling with resulting probable airframe damage. This isn't necessarily so, but is certainly possible. Given the combination of student urgency to progress, low hours/experience instructors, pressure in circuit training, (eg, higher approach speeds and touchdowns due traffic), and a lack of what I'd call 'ownership care' with these major airport located aircraft - I believe you'd be buying some future costs. I understand they were not all hangared. Who knows whether every out-of-usual incident, e
  12. Yes, the "unauthorised aerobatics" saga is still with us, and probably always will. Pilots are by nature risk-takers, and if you consider the widespread attitude that éndorsements' and ínstructors' are simply a way to extract money out of needy pilots - it's no surprise that some pilots will follow the DYO course of learning the aerodynamic facts of life. And, you can add flying the aircraft beyond Va in turbulence to the list of dumb things that renting pilots can do. If you are unaware of what this does, then dwell on the fact that every one of the C210s that have broken up i
  13. Some manufacturers have placed a maximum temperature operating limit on their aircraft for reasons of structural strength but mostly for limiting their liability when a pilot tries to fly in clearly unsuitable conditions. I think Jabs are restricted to 39o? The older P charts for GA aircraft had a number of small graphs which brought into play many features in the takeoff, including altitude temperature, strip length, strip slope, strip surface, and wind. At the end of the tortuous following the current numbers for each - one arrived at a MTOW for that situation. Then, and here
  14. I'd suggest the RAAus Operations Manager or Assistant Ops Manager for a chat. You might also send a written request, (email), for your file from that flying school - it is yours, and they must provide it within a reasonable time. If it doesn't turn up, then the RAAus Ops Mgr would be very interested. Keep at it.
  15. No point in a BFR unless both you and the instructor have a good discussion beforehand and you fess up to anything you feel uneasy about, or which you don't ever attempt. I often hear of BFRs where the instructor methodically works thru the entire syllabus, chews up hours & hours, and the pilot learns SFA. It's important that the instructor checks thru your logbook and gains insight to where you actually fly, and checks those areas thoroughly. I favour really checking out their cross-wind capability, their ability to assess a strange airstrip and land on it, a low level EFAT
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