Jump to content


  • Content Count

  • Joined

  • Last visited

  • Days Won


About poteroo

  • Rank
  • Birthday 20/09/1940


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

Recent Profile Visitors

1,704 profile views
  1. thanks for that. Did my aggie with Max Hazelton at Cudal in 1971, and that training served me well in the years since. Never met Jim, but later flew several of the aircraft that he ferried out from the USA - Aztecs VH-COO and COB, Comanches BOO, and PAO. cheers,
  2. Gday Fellow Aviators, With very few, and minor, regrets, I'm ceasing my flight training here in Albany - effective 31/12/21. There are many reasons: Difficulties maintaining my CASA medical, and feeling my 81 years are foremost. I've held a Class 1 CASA Medical since 1965, and it's become really difficult to justify all the tests that Avmed can apply. And, to be honest, they may be sending me a message. You could say that I've had a pretty good innings, and it's time to move on and allow more progression through the industry. I have sold my
  3. Nah, missed by 50 years! The swinging sixties were the good years in aviation. It was actually possible to fly in a NEW Victa, Cessna, Piper, Beechcraft, or Maule. Why? because they were new, and affordable. In 1965, for my capital investment of $500 in a new Brisbane flying group, I got to fly a new Victa or a new C172 out of Archerfield. The rates were: Victa $9/hr and C172 $11/hr - both wet. In 1964 my 1st R/G endo was a 1963 Piper Comanche. My 1st T/W in 65 was a new 1965 Maule Rocket. My 1st twin in 67 was a new 1966 Piper Aztec. In 1969, I flew a 1969 Twin Comanche C - lovely un
  4. Actually, the RAAus syllabus is pretty much a very slightly pruned GA syllabus. The answer to why we have this structure is illustrated by the fact that the US FAA Part 61 flight training regs are 90 pages long, the NZ CAA P61 regs are about 120 pages, and, (wait for it), the CASR Part 61 regs run to 580 pages, with 620 pages of çompetency' guidelines for instructors. And, ours continues to grow, but according to Murphy - work expands to fill the available time in Canberra. There will never be any reform while CASA believe the air is different in Australia, aircraft
  5. Spreading, perennial grasses are best for runways. Tufted, annual grasses are a dead loss because you have to allow them to run up into seed every year = too deep growth to push through with small diameter aircraft wheels. Broadleaf weeds are worse, and you need to fight them back with either a frequent mowing, or some selective herbicide, (MCPA/dicamba mixes are useful). Common couch grass, (Cynodon dactylon), also known as Bermuda grass, African star Grass, etc, etc is a native of Africa, Australia & Asia. It is stoloniferous, ie, the stuff grows underground like kikuyu,
  6. Luckily, I've never had to do a dead-stick onto a steep slope : my experience has always been with all engines running, although sometimes with near gross load,(MTOW). I reckon the pilot concerned did a pretty good job. Any slope over 5% is going to require a fair change in technique. We were taught to make sure we turned final at a set altitude, and to fly the approach with sufficient flap to allow us to have some reserve power for the inevitable sink on very short final, as well as to carry the aircraft forward above Vso as eyes were raised to the top end of the strip. I usually
  7. Good post onetrack. Pilots continue to lose control when 'inspecting' potential airstrips from seriously low level. What you can't see from 150-200 ft agl isn't really much: because lower down you need to have your eyes ahead and cannot devote time to any 'strip inspection'.
  8. It was worth every cent I paid for it. Flew it for 2400 hrs over 13 years. It took me into almost every paddock in the WA wheatbelt: with its' 8.00 tyres and just me up, it had very good soft surface performance. In the air it was reasonable too: 98-102 KTAS on 27 LPH. I used it to deliver over 100 tailwheel endos, and the same in low level endos. Made a good trainer as the door sill was exactly the same height above ground as a C180/185, and that was with a full size Scott 3200 tailwheel fitted. It you could fly the 170, and many found it quite a challenge, most other tws
  9. This COVID pandemic is having the waters muddied via confusion over which cohort of the population is included. Denmarks data includes everyone over 12 - not just the over 16s. That makes the 70% benchmark espoused by our PM and the NSW Premier, look much less challenging - when it really requires a much higher number. What I think have not been factored into all the optimistic benchmarks are: 1. the 12-16 group 2. the significantly higher transmissability of the Delta variant 3. the wilful non-reporting of cases 4. the wilful non vaccination population who will con
  10. VH-OSZ is a Cessna 170A which was rolled out the Cessna factory door on 11th September, 1950. Yes, on 9/11 - the same date that 51 years later saw the terrorist attack on the USA. It was flown in the US by several owners, and in the 1990s it was exported to the Phillipines. Then it was purchased by a Melbourne helicopter operation and registered OSZ in Australia, with claimed 2500 hrs TT. We purchased it in 1992, and sold it in 2006, after having flown 2400 hrs on the airframe, and repainted it in WC Eagles colours!. It has since changed owners again, but has been really well maintained along
  11. The general public is being fed a diet of the 'silver bullet' is coming with vaccinations.....have faith! I'm amazed to hear/read the simplistic approaches being proposed. There is no silver bullet. With biological management, there is rarely one single solution:many inputs are needed, and in a responsive, integrated approach. If each of the inputs is 80% efficacious, but several are employed - it creates a robust, 95+% reduction of disease. The best examples in plant disease involve the use of several management tools, including resistance genes, quarantine, prophylactic chemi
  12. FDH was never returned to service following a landing accident at Karumba in 2015. It was a lovely example of the breed, was meticulously rebuilt and maintained, and a delight to fly. FDH is one of the highlights in my logbook. The aircraft destroyed was a Cessna 185, which I don't think was ever in RFDS service. In fact, I don't believe that 185s were ever in RFDS colours. Both Jan and Dan Ende were quite badly burned in the fire, and on a long road to recovery.
  13. Reportedly, with flying it's 300 TT, then again at 1000 TT.
  14. Low hours and a C180/185 can be a very chastening experience : instructors need to be right on their game when doing these t/w endorsements. Back in the dim past of the 60's, I had a junior commercial doing his 1st t/w on a C185. He opened to full power in the same way as a C150, and away we went - predictably through the LHS markers. In the process, his seat unlocked, and he went aft at great speed, with the seat running off the runners. (real men don't use seat locks!). He ended up in the rear row of seats - significantly altering CG for the remaining pilot to cope with. An empty 185 is a
  15. Every organism has a determinable mutation rate, and the probability of a new variant appearing is very much due to the total numbers and severity of the disease. Unvaccinated and travelling population, living cheek-to-jowl, both in/out of doors = higher probability of a mutation. A bad 'flu ' season in the N.Hemisphere probably means our vaccine will need changes to cover us before our winter. The 'normal ' flu vaccine which we receive takes into account as many of the previous years variants as possible, and our future is going to be one where our Covid jab does the same. Probable that the
  • Create New...