kaz3g

You would starve! Kaz

Cans of booze airside with the Jab doors open...not a good look! Kaz

I'm lucky to have a few of those "oldies" here at Shepp. On my return from holidays I squeezed in just in front of a thunderstorm located over Wharing which was to be the alternate if winds were too extreme. I had a phone call from one of the guys as I passed Echuca eastbound to say it was blowing a small gale and they would be ready to wing walk me when I landed. Fortunately, the wind was 30 knots /200 degrees so pretty much from due south despite the strength. Apart from being blown downwind on base it went ok. A lot of wind shear over the damned factory they allowed on mid-final for RWY 18, and a lot of power to maintain some headway (no glide approach). I had so little forward speed I felt I was hovering and a quick glance at my GPS showed a ground speed of just 8 knots before the flare. I landed and stopped on the keys which was pretty wild. The hangars gave me some shelter and I was able to turn off at the first exit into the taxiway. 1600 miles, mostly with strong cross-winds without breaking anything...must be doing something right! Lovely little aeroplane Kaz

From the Belgian report referenced above: "Using lower- and upper-bound estimates of flight hours, the PA-38-112 accident rate ranged from 0.336 to 0.751 fatal stall/spin accidents per 100,000 flight hours, compared to 0.098 to 0.134 for the 150/152" My arithmetic says that the ratio of fatal stall/spin accidents in the P38 is between 3 and 7 times higher than in a C150/152. I question its suitability as an ab initio or even higher trainer on that basis, especially as DJP noted with the introduction of the more advanced syllabus for PPL stall training. Kaz

Thanks, Ian. Even after more than 500 hours in my AUSTER I find it can present enough challenges for me at my age and at least it crashes very slowly. Kaz

Aka Traumahawk Kaz

That's kind of you OK...but I doubt there is any woman without a "weight" problem Reading this and trying to understand it, I wonder if I raised the nose high enough in the flare to cause an upset in the airflow over the tail? I flew a Tomahawk on just one day for the check and hire so my experience is nothing compared to your own. But I wasn't comfortable and I haven't flown one since. Yes Bruce...I note that the usable load is just 230 kilos which doesn't leave much at all for fuel if two big people are on board. This investigation points again at the much higher stall-spin accident rates in the PA38 compared to C150-152. https://mobilit.belgium.be/sites/default/files/downloads/AA-11-9.pdf Kaz Edit: I get very confused, myself

Just telling you what the CFI told me...I guess I was silly to believe him. Kaz

And when the speed washed off to a little more than 60 knots, I lost elevator authority and it stopped flying with a fairly inelegant bump. Subsequent powered approaches at the book 65 knots with flaps all the way to the flare were fine. Kaz

Apologies..."chat" was a poor choice to describe what should be the exchange of operational information when not in the vicinity of an airfield. Kaz http://www.airservicesaustralia.com/aip/current/aip/general.pdf http://www.airservicesaustralia.com/aip/current/ersa/GUID_ersa-fac-2-12_15-Nov-2012.pdf ERSA NAVIGATION AND COMMUNICATIONS NAV/COMM-1 4. AIR-TO-AIR COMMUNICATIONS - CIVIL 4.1 Interpilot air-to-air communications in Australian FIRs may be conducted on frequency 123.45MHZ. Communications between aircraft on this frequency are restricted to the exchange of information relating to aircraft operations. Communications are to be established by either a directed call to a specific aircraft or a general call, taking into account conditions pertaining to the use of the particular channel. As target aircraft may be guarding more than one frequency, the initial call should include the distinctive channel identification "INTERPILOT" or identification of the air-to-air frequency.

Hi Oz If flying an aircraft with radio, then I use it as required by the AIP. I give a 10 NM inbound, joining and final calls PLUS, as needed to ensure my safety and the safety of others, calls on the other legs. If there is following traffic, I advise them of my close and slow base and final, and when clear of runways. I try to keep those calls concise to avoid clogging the air. My home airfield, Shepparton is on 118.8 and the only other "near" us using this CTAF that I can recall is Mildura, so conflicts with other places is minimal. As has happened before, on my recent holiday trip, I heard pilots at small rural airports chatting away to each other on 126.7 which is a tad frustrating when you want to give a mandated call on that frequency yourself. If you want to chat with a friend away from the circuit, use the "Numbers"....123.45 Kaz I should have also added taxi and entering calls when departing...k

Yes...it probably does but that's a lot faster than 1.3 x Vs (47) = 61 knots and no doubt makes for a much longer landing roll. Kaz

I was checked out in a Tomhawk about 10 years ago and quickly learned that glide approaches are not a good idea. Elevator authority was lost at a little above 60 knots and it stalled while still about 6' from the ground ... It needed the additional airflow of the prop to flare properly. I didn't feel comfortable and haven't flown one since. Kaz

Golly One Track, the list of station names brings back a lot of memories. Thank you. Kaz

A Mickey is a feral bull too big too steer (castrate) and a bundle of trouble when mustering because they will attack the herd bulls and break up the mob so they can steal some cows and make off bush with them. They are totally sex-crazed and will even rape steers and small heifers in the mob. They can weigh close to a tonne and are dangerous to horse riders and anyone on foot or motorcycle, charging anything they want to take their aggression out on. I saw one gallop straight through a Suzuki soft top (minus top) to get at a motor cycle musterer. And I saw another try to climb the yard rails to get a stockman on foot outside. We ran Shorthorns but a lot of the Mickeys had Santa blood....big heads and bloody big horns. Kaz Edit...it was better to turn them into pet meat than risk handling them. We used horses with the aircraft to get the mob together and then tailed with motor cars. The rider would gallop alongside the bull and pop him in the ear hole. The horses were clever and stayed away from the horns. Edit 2... The Upper Gascoyne went through an 18 year drought which didn't break until 1979. A lot of properties went into idle mode as cattle weren't brining enough to pay for mustering. Cleanskins were everywhere because of this. The drought broke us in 1978 and we sold the place. It then dropped 32" of rain over the next 12 months and the country rebounded amazingly. Too late for us.

A real gentleman and mentor to many. Kaz

My "encouragement" was of .357 calibre and carried on my hip to deal with Mickeys which were a real problem then. ...Kaz

I was doing a windmill run with my kids many years ago and came across a family who had parked their car next to a tank. They were in the tank having a bath with soap and hair shampoo....bubbles everywhere. I "encouraged" them to exit the tank in the nuddy in front of my kids while I berated them in Rather coarse language. My kids added to their discomfort by laughing and pointing at their nether regions which they were attempting to cover . I had to empty the tank and refill it because the cattle would not have drunk the tainted water. Bloody tourerists! Kaz

Very worthwhile reading Winkle Brown's autobiography as he had the most amazing experiences during many thousands of deck landings and, later, in some of the experimental jets developed toward the end of the war by Germany. The rubber decks were suspended at an angle and the aircraft literally flew into them...pretty exciting thing to do! Note the story about the AUSTER being launched from a Tank landing craft...pretty good aircraft those Austers Wings on My Sleeve Kaz

Rather sad statement of the way relationships between the stations and the public appear to be. I'd phone the local Council and ask them if the strip adjacent the road is on road reserve or the station. And the publican could ask the Crown Lands mob to annex sufficient land to put in a strip suitable for the RFDS. You might find that is precisely what the big strip adjacent the road was put in for. Kaz

Hi Phil Interesting footage. Did you notice that there were two different aircraft shown on the suspended runway...a J3 Cub (Grasshopper) and a Stinson? The Brits also experimented with a suspended runway. They used a rubber mat on aircraft carriers to "catch" early jet aircraft. Winkle Brown carried out the trials of these using Vampire aircraft. Kaz

Hi Alan The two things are quite separate in my view. On the one hand, you have an organisation that you hold shares in and it trades (hopefully) in such a way that your asset base grows. On the other hand, it is selling services in pursuit of that trade and you are a customer paying for those services. Many years ago, I was a shareholder in PIVOT fertilisers. Everyone wanting to purchase superphosphate from the had to be a shareholder. I still had to pay for my super when I bought it albeit at just $20 per tonne with the subsidy we enjoyed then....look at the cost now! Kaz

Add Part III of the Act and the additional compliance powers in the CASR and CAR...kaz

Perhaps more like small shareholders...? People invest in companies hoping to get a benefit from them. They get a chance to vote but a small number of shareholders can have a very big impact on the company's direction by voting for particular Directors. Every RAAus member gets the right to vote but it seems just a very few actually control the direction of their company by exercising that right. Kaz

At 1:30 in the morning?