Jump to content


First Class Member
  • Content Count

  • Joined

  • Last visited

  • Days Won


About poteroo

  • Rank
  • Birthday 20/09/1940


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

Recent Profile Visitors

281 profile views
  1. 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.
  2. 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,
  3. I can't remember a thread with which I'm so in agreement with! CASA, and its' antecedants DCA, CAA, DOT have long been a handbrake on general aviation. Having been involved with them all since 1962, I'm grief-stricken to hear that their funding has shrunken, and they might, (just might), have to live within their means. Oh, happy days - let them wither in our Covid year of unhappiness.
  4. along the lines of 'gamble responsibly'
  5. Not surprising to me. I had the experience of the RH side engine cowl unlocking and flapping up alarmingly not more than 15 mins into the ferry flight of my Cessna 170A, (VH-OSZ), after leaving Moorabbin, (1992). Pulled power instantly, reduced IAS to 55-60, landed on Laverton. All happened quickly as we were only about 1500'. Met by concerned RAAF security, but they turned out 'friendly'. The old centre line hinges held it on very well, and there was no discernable damage. Could have been some serious effects on flyability had the whole cowl taken off! Luckily for me, my pax
  6. 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
  7. 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
  8. Low flying in itself isn't the real cause of death in these accidents: it's the fact that it looks so easy when done by professionals, eg, aggies. But, ýou don't know what you don't know'' and pulling up over obstacles in a show-off bit of flying isn't the time to find out the truth of that statement. However, I blame our regulator for the fact that low flying accidents continue to occur. If the training syllabus include a hour of low flying, and an hour of IF, then a majority of student pilots would be emphatically convinced that they should not be playing around at low level or in the clou
  9. 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,
  10. Your insurer might be very interested in any hiring out. They'll probably want any hirer to meet certain licence, type currency, and hours minimums. Where an insurer requires named pilots, then it's your obligation to provide the info to the insurer. Insurers might also require any hirer to have a check flight, (see CASR Part 61.385), to ensure they meet general competency standards. You'll also have to advise them of any instructors qualifications and experience. Try not to DYO pilot checking, (unless you are an experienced pilot yourself, &/or, an instructor). Hiring out to your
  11. 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
  12. 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
  13. 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
  14. 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
  15. 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 -
  • Create New...