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Everything posted by poteroo

  1. 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
  2. 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
  3. 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
  4. 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
  5. 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.
  6. 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
  7. 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.
  8. 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.
  9. 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
  10. 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?
  11. 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.
  12. 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
  13. 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
  14. 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.
  15. 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
  16. 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.
  17. 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,
  18. 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.
  19. along the lines of 'gamble responsibly'
  20. 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
  21. 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
  22. 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
  23. 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
  24. 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,
  25. 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
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