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Get a few good famil flights. They are sweet to fly very predictable but they are not just a big Cherokee. Landings are ok but no bounces or they porpoise well oh and the stall can really really bite you they like to drop a wing!

This is actually an interesting video to watch and relevant here . AvWeb are always worth watching.

Folks. I am working on a desk reference document that will include (as a very small part) a list of useful rules of thumb. By this I mean ones you can actually use or may find interesting. To this end I have compiled the following list. Who has others they actually use? Please feel free to add to the list of correct the ones i have. I am only interested in ones that will be relevant to RAAus type operations so won't need to find the Null in an ADF or know the crossing distance when overhead a DME or work out angle of bank for rate one turns etc etc.... General · ONUS Overshoot North Undershoot South · SAND Apparent turn to South when Accelerating and North when Decelerating · Variation East magnetic least, Variation West magnetic best · The air is conditionally unstable if the temperature drops more than 2° per 1,000 feet on ascent · If the wind differs from the runway heading by 15 degrees, the crosswind component is 25% of the wind velocity. If the difference is 30 degrees, the crosswind is half of the reported wind speed. If the difference is 45-degrees the crosswind component is 75% of the overall wind speed. If the difference is 60 degrees or more assume the crosswind is the same as the total wind. Take Off Performance · A 1°C change in temperature from ISA will increase or decrease the takeoff ground roll by 10%. · Takeoff distance increases by 15% for each 1000′ DA (Density Altitude) above sea level · A headwind of 10% takeoff speed will reduce ground roll by 20% · A 10% change in aircraft weight will result in a 20% change in takeoff distance. · The maximum crosswind component is approximately equal to 0.2 x Vs1 · Abort the takeoff if 70% of takeoff speed is not reached within 50% of the available runway. · Available engine horsepower decreases 3% for each 1000’ of altitude above sea level. · Fixed Pitch, Non turbo aircraft - Climb performance decreases 8% for each 1000’ DA above sea level. · TAS increase 2% for each 1000’ in a climb. · Standard temperature decreases 2° for each 1000’ Approach & Landing · A 10% change in airspeed will cause a 20% change in stopping distance. · A narrow runway may give the appearance of being longer, a wide runway may give the appearance of being short. · A slippery or wet runway may increase your landing distance by 50%. · Use Vso x 1.3 (Vref) for approach speed over the threshold. · Plan to touchdown in the first ⅓ of the runway or go around. · For each knot of airspeed above Vref, the touchdown point will be 30m further down the runway. · For each 1000’ increase in field elevation above Sea Level, stopping distance increases by 4%. Flight Manoeuvres · Use ½ the bank angle for the lead roll out heading. i.e 30° of bank angle Start roll out 15° before desired heading. · To make a 6° change in heading, use a standard rate turn then immediately level the wings. To make a 3° change in heading use ½ standard rate turn. · Maneuvering speed Va = 1.7 x Vs1 · Va decreases 1% for each 2% reduction in weight · Vy decreases ½ to 1kt for each 1000’ DA · Vy Vx and Vg (best glide) decrease ½ kt for each 100lbs (45KG) under MGW · Vr = 1.15 x Vs · TAS = IAS (kts) + FL/2 eg: FL 300, IAS = 240 TAS = 240 + 150 = 390 Kts · Best Cruise climb speed is the difference between Vx and Vy and add this to Vy. Eg Vx = 65, Vy 75 Difference is 10kts 10kts + Vy 75 =85Kts Climb Planning · Add 1 minute to your flight plan ETE for every 1000′ climb to cruise altitude. Cruise altitude = 8000′ Time to add = 8 mins to ETE · To find the Rate of Climb required (ROC) multiply the % gradient by the groundspeed. % Gradient = 3.3% Groundspeed = 120 Kts 3.3 x 120 = 400fpm · To find the Feet per Minute (FPM), multiply the gradient % by 60 3.3 % Gradient x 60 = 200 fpm Descent Planning · One degree climb or descent angle closely equals 100’/ Nm. · To determine the NM distance to start a 3° enroute descent. Divide the altitude to lose ( in Flight Levels) by 3. e.g. Altitude to lose = 6,000 (FL 60) 60 / 3 = 20 nm to start descent · For a 3° Rate of Descent (ROD) take half your groundspeed and add a zero. Descent Groundspeed. 120 x ½ = 60 600 fpm ROD

What if I just "Borrow it" and pay a fair amount for the fuel I use??? If it's not a commercial agreement no one is making a profit just paying what I use?

Any battery pack for phones ETC. Even just plug into 12 v...

Come on buddy I just bought the last cable you recommended and it works really well!!! Cant go changing setup now!! I run a larger battery pack to that and it seems to have plenty of life if all else fails it can be plugged into 12v so technically it could run forever! I get about 4 hours recording out of a 128 GB card. I don't know about the size of your fuel tanks or bladder but 4 hours is about the limit for me!

This is going to sound a bit silly, but it takes what it takes, don’t judge your progress against anyone else’s yardstick. Have a google about learning plateaus! If switching instructor is not an option for you don’t underestimate the value of on line learning. I can’t recommend Learn to Fly, Become a Pilot at Rod Machado's Aviation learning Center highly enough. His take offs and landing online course may be very helpful (it is $120 though) it explains things in a very pilot friendly way!

I found things got a lot quieter when I unplugged her headset..............

Heres the aftermath.

Well, that was a waste of time. It basically questions your professionalism and asks you if you want to die or not... Anyone that has passed grade 7 or done more than a TIF will hate these questions.

You are of course correct sir. My phrasing was a little old (that’s actually what I was taught) and also incorrect. The picking up was a concurrent activity with the breaking of the stall due to lowering of the AOA. This was done during spin training.

There are about elventenine billion variables ranging from which wing has more fuel in it to what seat the fat guy is sitting in even one tiny bubble of air that is 1 degree hotter than the surroundings. It's easier to say pick up the wing with rudder, unstall the wing and do what the POH says...

It could (and i am being an armchair investigator here) be as simple a shedding one tail rotor blade. The vibrations from that would probably remove the TR gearbox from the aircraft. The weight shift combined with fuse rotation probably did the rest!!

We used to tell visiting Marines the usual Drop Bear and Hoop snake jokes. They were on to us when we started on the mountain cattle. They have two legs longer than the other 2 so they can graze on the side of steep hills. But you have to be careful there are left handed and right handed ones and you can’t grazre left handed cattle on right handed hills or the long legs would be up hill and they would fall over. You also couldn’t breed a left and right together. Because you may get a calf with long front legs and short back legs and they won’t be able to reach the ground to eat....

9 volts are a special beast as they can be used in fire alarms for rental properties. The expensive ones apparently have a safe life if 5 years so can sit dormant that long with needed to be changed. The cheaper ones are yearly I think??? Probably last as long when being used?

Anyone that tries to operate commercially on a ReOC and can remember the days before they existed will understand why it’s a bad idea to let CASA administer something that isn’t necessarily broken.....

Literally every time we drive past a cemetery.... My 13yo and I have this exact same conversation... Look the dead centre of town... I know people are just dying to get in there... Hey did you know if you live in this town you can’t be buried there... Cemeteries really are the most popular place around because eventually EVERYONE ends up going to one...... We have been like this for about 5 years now!

Why would you buy from overseas????

Well it’s time we introduced them to Drop Bares s Hoop Snakes

The accident video almost looks like really bad CGI at the end.... I am doubtful if this is real footage......

I also recall reading somewhere about concerns regarding the pilots competency and flying skills.....

These days I get them laminated. Go to Office works they will do the entire map, then decide carefully where you want to fold it!!!! Sorry Talc is like saying an esky... It used to be a thing now its just a generic name.

One definition I remember is land as soon as possible = land in the first available place that will cause minimal damage to the aircraft and minimal risk of injury to the crew. Land as soon as practicable = first suitable location that will result in no damage to aircraft no risk to crew and may allow access for repairs to be made. Immediately = land immediately damage to aircraft is acceptable as a non controlled landing is eminent. Immediately = fire light. 0 oil pressure and confirmed oil loss etc etc Possible = 0 oil pressure no other confirmed problem, exceeding engine limitations by certain amount. Chip light and oil pressure. Engine fuel filter bypass and pressure fluctuations . Practicable - cracked windscreen (not pressurised) or primary generator failure. Engine oil or fuel filter bypass with nonsecondary indications. Some are prac but if x happens it becomes poss etc

Nice work. You can’t beat the 8 P’s when it comes to nav prep! I also talc and use chino on my WAC’s (and on the big clear whiteboard beside me as well sometimes) and 2b pencil on the ones that you replace a lot. Love OzRunways but always take and plot ona paper map (even just postn Fox’s and times will do)...

And I will correct my error N2 is a turbine stage not a compressor stage in the T53. N1 is connected to the compressor. N2 only to the gears.