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poteroo

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About poteroo

  • Rank
    poteroo
  • Birthday 20/09/1940

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  • Aircraft
    Mostly my Brumby 610, my RV9A, or several models of VANS RV
  • Location
    Albany, South Coast, WA
  • Country
    Australia

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  1. 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
  2. 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
  3. 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.
  4. 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
  5. Notwithstanding the possibility of a good 'buy' with a higher exchange rate - the other importation costs have really blown out. Checkout your seatainer costs, insurances, breakdown and packing costs, customs and other duties, relevant taxes, then getting it onto the register here isn't cheap. There's a lot of hassle and worry with doing it yourself, and perhaps the best way is to engage with an established shipper/consolidator group.
  6. Soar just the tip of the iceberg for insolvencies after 31st March. Tough for the students, who have in many cases have had their training unduly stretched out, leaving them with a HECS debt, but no licences. Guess who really picks up the bill with these educational facility failures: correct, the long suffering taxpayer, because the student fails to complete the course and disappears, or completes it but cannot get a job as a 737 captain! Said to be over A$70b owing in HECS debt and it is growing.
  7. Yes, but the reason is probably that in a maximum rate + minimum radius turn, without power, your nose attitude will need to be quite alarmingly lower than any 'normal' descending' turn in order to keep it unstalled. If you need to minimise the time taken in the manoeuvre, then you'll be flying an AoB of ( optimum is about 43o - according to experienced pilot Barry Schiff), and that requires you to keep an IAS of at least 20% higher than Vs. Vs is of course variable according to MTOW, and also due to the amount of slipstream 'wash' flowing over the inner wing: no power & stopped prop = ni
  8. Torque really only comes into play with much higher HP engines, usually with CSUs, than we use in RAAus types. Are you sure it isn't being confused with the 'slipstream effect' caused by the twisting wash of displaced air around the fuselage and particularly affecting the vertical fin and attached rudder?
  9. Essentials for Ag Flying. Have also seen these used in PNG flying presentations. Only one missing is of a wide ýellow'streak on a pilots dorsal fuselage! Unstoppable' P&W turbines, multiple engines, and GPS are only useful in getting you safely to the scene of the accident! Powerlines continue to breed, mountains remain the same height, valleys have not become wider, and weather continues to be a major hazard in all aviation. With all that, have a safe 2021.
  10. The Leahey brothers walked into the main highlands, (the Wahgi Valley) in 1936. Beyond there it remained pretty much unexplored until after WW2. I was fortunate enough to have been posted to Mt Hagen, (as a 'didiman' in 1961), and lived on the Dept of Ag Research Station at Korn Farm - about 10nm SE of the main Mt Hagen township of approx 50 Europeans. (see pic). I supervised a 'line' of local warriors when the current Kagamuga / Mt Hagen airstrip was cleared of bush in August 1961. When it was burnt off, to the sound of thousands of whooops by the locals, the smoke filled the entire Wahgi v
  11. I flew into Wabag, Wapenamunda and Mt Hagen when posted to Hagen in 1961 and it was quite a place. Places like Maramuni would not have been built until at least the late 60's so unlikely to have been any mechanised help. The Yanks reportedly did do some work on the emergency strip at Bena Bena, (near present day Goroka), and apparently the Japanese aerial searched for this strip - but due weather, they never located it. In the 60's, in the Enga region, the patrol posts of Kompiam, Laiagam, Tambul were just being built, as were a few 'mission'strips which were mostly serviced by MAF using C1
  12. Contrary to what we expected this year, the interest in learning to fly is highest I've seen in 15 years. Especially so as we now have a better view of the future of international travel and the development of vaccines for CV19. The TIFs coming through are a mix of people from 15yo to 60yo, and their reasons are many and varied. Very few are thinking about captaining a big jet with a red tail, nor are they aspiring to burning avtur in an F18. A proportion are looking to use an aircraft to widen their tradie business, and some are just looking to fulfill one more item on their 'bucket' list.
  13. I'm unaware of any such publication as a set of ''practice' exams for RAAus. Perhaps there are some such questions at the end of the chapter in the Bob Tait series but I don't have a current set of them to check. Why don't you ask him? I'm sure there are none, or at best a few, in the Jim Davis PPL book. These early days ín-house' exams are not particularly onerous, and provided you keep your ears open, you'll pickup on stuff during your early flights which will strengthen your book learning. Ask your instructor to read out a couple of questions and see if you understand what is
  14. Ompkali, Eastern Highlands, PNG (1969) in PA-23-250Turbo C. Twas around 15% and absolutely no go round off final. Over 5000'if I remember. Talair used to fly C402s and Barons into there. Needed near full power to get up the last bit onto the ledge that served as the parking area. The other frightener was Keglsugl, 8400 amsl and the highest strip in PNG.
  15. Found that I had converted onto a Socata Rallye in 1970 at Jandakot. Ferried it to new owner but didn't record where. I have it recorded as VH-UQH, a MS 894A/220..... whatever that translates to. It flew very well, but if I remember, had a very narrow track and didn't feel too comfy in crosswinds, Very STOL. Rather tight cabin? happy days,
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