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poteroo

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About poteroo

  • Rank
    poteroo
  • Birthday 20/09/1940

Information

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

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104 profile views
  1. You'll have to shift to GA to get what you want. There are a couple of PA-28-235 aircraft on market at around $85-95,000. They will haul 4 people + 4 hrs fuel @ 125-130 kts but you'll burn 36-40LPH....ouch. If you want to go high wing, then a C182 fits your requirements but the pre-1985 models are Continental powered and good for about the same costs as the 235 Piper but burn more like 45-48LPH. The Lycoming models started in 1998 and are priced above $160-180,000 at the low end. The 'gap in GA aircraft performance from the 110kts of fixed pitch C172 or PA-28-180 up to the CS
  2. Have flown all models of the PA-24, (180/250/260 or A,B,C)) and PA-30, (A,B,C) - mostly back when we were all much younger! The Comanche is a very 'solid' aircraft, roomy and a good 4 seater. The 260C was by far the superior model, but you could only get 160 out of them, though flight planning at 150 was doable. They were never ever a 6 seater! Never found visibility an issue, nor the flap capacity, despite doing quite a bit of paddock work in them. Because of the big nosewheel hanging out extended, it's difficult to squeek them onto the mains only - as they do stop flying quite sharply. The
  3. I charge out @ $220/hr Hobbs for dual. The aircraft is a near new Brumby R610 high wing fitted with most everything. We are located on a regional airport with landing fees of $11/day and our hangars cost $11/m2 lease cost annually. It is not a cheap location! I invoice by about 1 week ín arrears', and don't think that I could afford to charge any less. Happy days,
  4. Va is intended to provide some margin between normal flight control operation and that which might place the airframe into a higher risk zone. Va is calculated as: sq.rt of positive load factor x Vs Vs is of course clean stall speed. Vs depends on MTOW - lower MTOW = lower Vs Va will often be given as a range in a POH. My Brumby R610 is neither a speed machine nor a STOL. Its aluminium, not glass/composite, and so isn't the same strength. It is a utility aircraft with +3.8 and -1.9 load factors as given by factory SqRt of 3.8 is approx. 2.0 Vs at MTOW is 44 Va is therefore
  5. Common response, but short-sighted. We had the same issue about 10 years back where landing charges were applied to our RPT airport. We negotiated a 'no fee' option for aircraft visiting for specific events, eg, the Aero Clubs Sunday breakfast, SAAA Chapter meetings, CASA meetings, other aviation related events, meetings etc. All that;s required is that the airport manager receives a list of the visiting regos from the event organiser, and the regos are wiped from the listing sent to the accounts section of the City Council. It's far from perfect, but it does leave us some wriggle room
  6. At the risk of being a boring old fart, I think that the major reason that costs have escalated is because we have so much more to teach students today: particularly more emphasis on procedures, ie radio use, sealed runway ops, traffic mix, lengthy checklists, and more rules & regs. All of which leaves less time for real skills development. When a student pilot had no radio, a huge green 'allover' paddock, a windsock, nobody else within 50 miles, a 4 item checklist, and the rule book in the office: the focus was just on skills. Less than 10 hrs to solo was common. The procedures were taugh
  7. When calibrating an EFIS for magnetic readouts, you need to establish 'dip' for your location and it is done via some website or other, (can't remember exactly). Only after inserting that can you begin the actual swing - which I used to do over a painted compass 'rose' at our airport. (pic). Management have since managed to overspray it with hot bitumen, and cannot be cajoled into providing us with a site on which to paint another. I used a LAMEs prismatic compass to instal the original about 15 years ago. LAMEs usually use a calibrated prismatic compass and follow the aircraft around over eac
  8. Flying in PNG back in the 60's posed many problems with loadings, maintenance but also with altitudes and pilot awareness. We often needed 14,000 to get back over many of the ranges, and this by midday. I thought I was going to lose a passenger one day in 1969, when directed to pickup 4 VIPs off a jet at Jacksons Airport, (the main Port Moresby airport). One of them was indeed a VIP, and he also owned the airline. His name was Bert Kienzle, and he was the plantation owner from near Kokoda who planned and organised the entire carrier lines in support of the Aussies Kokoda Track operation -
  9. As you'll hear/see on tonights' news, CP never submitted an application to enter WA. His pilot did, nominating CP as his wife!, but he too stuffed up a simple form. Had he just behaved like the great unwashed, (us), he'd have almost certainly been allowed in - subject to 14 days in house quarantine, which is what he is bucking about. Good enough for Twiggy Forrest and Kerry Stokes to do the paperwork and be allowed in/out, albeit with a bit of government brown-nosing by allowing them to 'self-isolate' at home. In any case, if CP decided to push his way into WA, who's to know whether he'l
  10. Whatever you do, when approaching any location where terrain is rising, and weather can be marginal - stay in VMC, and 'keep the back door open'. ie, constantly look behind you to ensure that cloud isn't forming below your level, and that heavy rain isn't closing in your possible track reversal. Decide which way you will turn - but downslope is smartest as clearance AGL increases. If using a GPS, set it so that your 'terrain' warnings begin at 1000AGL and not 500' AGL - a decent margin in that. Local knowledge is important for 'gap' locations. happy days,
  11. I understand that HF is now included in BAK, just as it is in the GA BAK and PPL final theory exams. Provided that your BAK pass is 'recent' ie last 2-3 year perhaps, you have already met requirements. Your student records will inform your current CFI and they should advise you. happy days,
  12. Because of the lack of records from many countries, numbers have been estimates at best. 20-30million is quite substantiable, but more recent estimates are from 50-75million. Comparing the Spanish flu to our CV-19 isn't too accurate for many reasons.
  13. Discussion about 'Mexicans' from 'down south' (specifically - Victoria), always brings me to a smile about how Queenslanders have a long held dislike of anyone S of the border. My long departed Dad blamed them for near everything that went wrong in SEQ - floods, landslides, traffic, prices, hospital overcrowding, too many visitors at his bowling club, (on the Sunshine Coast).......... and on it went! My generation, (war babies), grew up with a fear of 'Mexicans' only 2nd to the evil Japanese faces on the WW2 posters. But I've lived in WA now for 50 years, so no longer live in terror! btw,
  14. Correct. In the event that their GA BFR is 'current', they still need to meet 90 day currency requirements on the different type. An RAAus owner would be very brave to just hand a GA pilot the keys and let them regain their currency. I'd require a check flight with them to assess their real life competency. happy days,
  15. Aviation never has been well paid once you get away from the RPT stuff. When I started out, (1965), I received the princely stipend of A$5/hr, and for that I supervised refuelling, loading/unloading and kept the cargo & pax manifests updated, did a load sheet at each location, flight planned, and flew the clapped out aircraft over tiger country in lousy conditions. I really did feel priveliged because there were 500 odd CPLs without a career job in Australia. In 2012, I contracted for a low level survey job at $80/ flight hr, and did all of the above at 150ft. Didn't feel as thoug
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