poteroo

Only if you practise regularly and realistically - in any event, stay VFR at all times! Good luck with your CPL. happy days,

West Australian - Sat 14th March - Employment - p118 Aviation Set to Takeoff by Connie Clarke Australias aerospace workers are the countrys' most satisfied, achieving a 100% rating in the latest Randstad Australia work monitor report. Despite a horror year in the skies, aviation is the star of the field, ranking highly in the desirability stakes over the past five year, group director Steve Shepherd said. It's one of those industries that's constantly evolving and there are so many dynamic areas that people can work in, from being a pilot to cabin crew work, engineering and management" Mr Shepherd said. " The general perception is that the benefits are very attractive, including salary, training and development, and the opportunity for travel and flexibility". Nonetheless, WA continues to experience an entrenched shortage of plane and helicopter pilots, and flying instructors - a shortage which also exists in the reset of Australia and around the world........................... continues.......

Yes, it is a good news story, but might just be perceived as a little on the elitist side. Maybe not? It's the sort of story that RAAus needs to include regularly in the magazine, especially as they are now intending to provide a copy to each FTF for use in the school itself. Some mention of the fact that a student can include up to 100 hrs RAAus flying in a 200 hr CPL would help position RAAus as a sensible entry point to a flying career. happy days,

out of interest - were you asked to fly with reference to any navaid,(particularly GPS) in the aircraft, either as an aid to your normal VFR flying, or, while you were IF under-the-hood? And, well done to achieve it all on glass instead of analog. happy days,

Actually, I chose it because of the cabin comfort. When you are going to spend lots of hours at generally low altitudes, often in rough air - you need a comfortable environment. That's where this aircraft, IMHO, is well out in front - lots of space, good ventilation, good visibility, go0d seats, good stability, and it's quiet. Don't know about it being stronger than the C180/185 airframe though. Those aircraft are tough! But, students can break most things....so, we'll see if it's true after the Brumby fleet clock up a few thousand instructional hours. (I'm always reminded about the word 'unbreakable' when recalling a PNG story from the 60's. It only took a few weeks for for very unsophisticated workers at one patrol post to successfully break a blacksmiths anvil! ) happy days,

Thank you. We musn't be the 'wild west' anymore. cheers,

I'd say that very, very few pilots are trying to avoid landing fees via sneaky and unsafe means. Of the few I've had occasion to speak with following a 'no radio call' arrival - it's been that they were on the wrong frequency, had a faulty mic, or simply were making too few radio calls. Most pilots make far too many 'optional' calls and clutter the frequency. happy days,

Now there's a challenge for RAAus. Can we expect he will now apply for membership, for a flight test for his PC, then for a low level endo? The black sheep returning to the fold, or, a reprieve from no-flight row? happy days,

Thanks for the positive comments everyone. The aircraft has a BEW of 368 kgs, and a full fuel capacity of 130L (94kg). So, it has a usable load of 138 kg with full tanks. I kept weight down by staying with smaller tyres, reduced analog instruments, and no autopilots. The add ons can run away from you with LSA - you have to be disciplined. For training, I plan to run it with approx. 60L fuel, (43kg), which will allow me 2 x 1hr sessions plus reserves, and to cope with a student of reasonable mass. I'm 73kg, so available student load would be around 116kg. I'm sure even that weight will fit into the Brumby, but I'm thinking along the lines of making it a max seat weight of 100 kgs - for reasons other than weight per se. A bit tough perhaps, but then the 4 past students that I couldn't accommodate in the J160 were physically unable to operate controls, much less fit comfortably into the aircraft. I welcome anyone in WA dropping into Albany for a better look at the Brumby. happy days,

Believe me, when you have successfully landed in the sticks after a full engine failure - you don't really care how hard you thumped it down! happy days,

A couple more pics

It's been a loooong haul but, it's flying, and half way home to WA. Currently 24-8554 is residing in Port Lincoln while we sort out a coolant system issue. If you're wondering why I'm back in Albany........well, I didn't allow enough time to accept the aircraft in Cowra, and then fly it home before I was due in hospital for cataract removal and lens implant surgery on 3rd March. Yes, I know the story about how many weeks to allow for these things - but I was optimistic! I flew Cowra to Swan Hill on the 1st leg of the delivery flight using 5000 RPM for a TAS of around 100kts and 19LPH. Then, (to show my absolute confidence:fear:I tracked via offshore Goolwa to Kingscote to Althorpe Is to Wedge Is to Thistle Is, and into Port Lincoln. A lot of water, but Mr Rotax didn't know that. Just don't look down! The aircraft is exactly what I wanted - a spacious training ship with a light BEW, and with improved creature comforts. It flys straight, is well balanced, and very quiet inside. The extra side venting is great - cool air even on the ground. We have put around 12 hrs TT on the aircraft and it's been good flying so far. We'll sort out the coolant issue - possibly a leaking radiator cap which is allowing air to suck into the system and so create overexpansion issues. My eyes are done, and on the mend. Should have my full medicals back in 14 days.....then it's off to PLC to complete the job! Wish me luck! happy days,

The PT-22 version had flaps, but they reportedly were only capable of reducing stall speed by 1-2 kts, but increased R-O-D considerably. The aircraft required a quite high glide speed in clean configuration - have read 75-80 KIAS quoted. Stall speeds are quoted as 55-60 KIAS - depending on model and weight. The aircraft spin readily, especially with rearward CG, (as can be the case if flying solo from the rear cockpit), and training accidents were reportedly common and fatal. All in all, I'd say that HF was a pretty competent driver to be flying one of them, and that trying to land one slowly enough off an engine out, relatively fast glide, was a really good piece of flying. happy days,

Just as a matter of interest, has anyone on this forum flown a Cessna 162 Skycatcher? I have heard that they are somewhat more sensitive in pitch than their cousins, the C150 and C152. That might be a factor in student accidents? happy days,

Well explained FV. In an ideal aviation world .........the regulator, whose name is built around the word safety, would actually acquire all aviation incident and accident details, by way of having all of them investigated to a varying extent, and use these data to develop a better safety message. happy days,

Kokoda track has become fairly 'civilised' due the numbers of hikers and so infrastructure has been created. You no longer camp in a grass hut with a dirt floor - from all reports. The trekking companies have it all setup and you don't have to carry too much either. Get in some strenuous walking practice in humid conditions for starters. Be sure your 'boots' are well worn in, and use sufficiently thick socks to avoid chafing - you can't afford to break skin as it becomes infected quickly. I've spent many days flying into Naoro, Manumu, Efogi, Menari and Kagi - all located on the Kokoda Track, and on the Port Moresby side of the Kokoda Gap. There are 2 old WW2 strips at 6000' amsl in the bed of the Myola Lakes - just on the south side of the Gap - which you should see from the LHS of the aircraft returning to Moresby. From Kokoda to the Gap is a steep climb - even for a Twotter. 1000'amsl up to min 7000 in less than 20nm. Often needs higher to clear the cloud in the Gap, and in which case you fly away from the Owen Stanley ranges - then turn back on climb to clear the Cb that begins from 10am. If you get a seat on the starboard side of the aircraft - you should get a good look to the west and see Mt Victoria, (13500),and others. A few more pics of the Kokoda area. Take some pics on your way - we'll be looking forward to modern day Kokoda scenery. happy days,

Good argument for not flying too deeply 'stepped down'

When I flew my old C170A into Perth CTA for the 1st time in 1993, they asked who the cryptic crossword exponent was. Rego was VH-OSZ (one seven zero). happy days,

Watched Episode 3 for 20 mins yesterday and found it backtracking over how difficult it was for young pilots to crack their 1st job - again, in Maun, Botswana. What really struck me was just how similar is the situation there - to northern Australia. Change the accents, and it could be anywhere. Flying is truly a serious disease of the human race - why else would smart young people give up professions paying good money - to prostrate themselves in order to fly an Airvan or ancient Cessna in Africa? happy days,

There are a couple of letter combinations which are unlikely to be issued......for reasons of good taste. How boorish to be flying anything with a gross callsign. happy days,

This is where SAAA should be recording details. The aircraft was likely built under their program, signed off by their member AP, and maybe even pilot maintained under their MPC program. We can't rely on ATSB because they're not looking for any more work than the minimum. happy days,

This program looks to be a series, although not advertised that way. Last 2 have been African based - maybe they all will be? happy days,

Yes, good RV regos are scarce these days. In the late 90's, a few good regos obtained here for RV6's were RVS and XRV. Another series used were the MM series which were originally all the McRobertson-Miller Airlines regos which were becoming available. These included MMF (RV6), MMG (RV4), MMQ (RV6), and MMZ (RV6). Back in 2001, I was lucky enough to hear that the VH-V series was about to be released - so at 09.01 that day - my faxed application for VFE and VNE was in CASAs' fax. Got them both and they are on a RV9A and RV6 resp. It's now difficult to even score a V in any rego, although we have a few with an 'ending' V - WMV (RV6), SJV (RV6A), KLV (RV9A). Another 4 aircraft start with a 'V' - VRH (RV9A), VDW (RV6), VVF (RV7A), and VNN (RV9A- now in PLC). happy days,

What was the weather at the time? It's unlikely, but not unheard of, for a TS to account for more than one aircraft. unsettling news.

At laaaaast - an appreciative younger generation pilot. Nev and I feel needed. I've put my 'learning' from the PNG days to good use by training lots of pilots on low level, short strip ops, bad wx flying and tailwheel. Constant battle with CASA Avmed to stay in the game - but winning at moment:victory: Posted a few more for you. Believe it or not, airlines used Electras,DC6B and DC4 off the old Lae airport. The Mt Hagen pic was taken on the day I arrived there in 1961 - strip was in the middle of 'town' and rather short for DC3's @ 5800 amsl. The Patair pic comes from Robyn Keinzles' collection - her dad was the famous Bert Keinzle,(who owned the main rubber plantation at Kokoda), and who organised the entire carrier operation for the Kokoda Track campaign. Without him - Brig Potts would never have survived. Bert was a founding owner of Papuan Airlines, (Patair), and I flew him out of Kokoda to Port Moresby a couple times in the Aztecs we operated. On one occasion reaching 14000 to get over the Owen Stanleys in the afternoon. Sweaty palm stuff! Only when we were younger! happy days,