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kaz3g

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  1. kaz3g
    Australian aviation waypoint/location: YIVE in VIC, australia Listed as an ALA but no operator details. I'd phone Bass Coast Shire to see if they have info. I'm interested to hear about it if you do go there. Kaz
  2. kaz3g
    Hi Biggles I've been there and seen the strip. Not well-maintained since Parks took it over, unfortunately. Used to be some wild cattle on the island that were left over from when there was grazing occurring. The pink quartz is spectacular and was quarried to build the lighthouse and keepers' cottages. Kaz
  3. kaz3g
    edited..mod Sorry...must be the people I mix with in my day job as they all have these funny psychoses and obsessions, too. Nice people, but you wouldn't take them to your home...if you get my drift. Kaz
  4. kaz3g
    Condolences to families and friends. Kaz
  5. kaz3g
    edited..mod I guess I'm a little different... I have a heavy artic licence. I used to modify and race cars back before there were computers in them (or anything else) I used to bowl wild bulls from horseback for a living I have a commercial Marine Board ticket to drive big boats out where you can't see land. And I've managed to knock up a few hours in the air without killing myself or anyone else But I can't pee standing up! So tell me how you came to have this disability... Kaz
  6. kaz3g

    Arnhem Land

    kaz3g replied to JG3's topic in Trips/Events/Seats

    I think you can only try one of the communities like Maningrida or Milingimbi. No grog of course. Maningrida sells aviation fuels so they might be a good chance. Details in ERSA. Kaz
  7. kaz3g
    Deleted by Mod. see previous post by Capt Wally
  8. kaz3g
    Beware Capt Wally...they are probably looking for somewhere to park it! Kaz
  9. kaz3g
    I learned to fly with our mustering pilot in a C172 In the mid 1970's. Unfortunately, a very close friend was killed in his C150 B doing the same thing which made me stop and think a bit. My first legit flying lesson was in a Blanik L13 in the late 1970's. I loved the Blanik and shudder a little at the aeros done in it with no regard for the integrity of its wing spars. I gained an Asst Instructor rating and flew various single seaters in competitions but quickly got into powered gliders and flew the Fournier RF5. PIK 20E and Motor Faulke before getting a GA licence in 1982 in a brand new Warrior. I did my TW endo and some very basic aero training in an early 8KCAB VH-BIK and messed around until I had a holiday from flying while I educated my kids. When I win Tatts I'll buy a Super Decathlon to put in the hangar with the AUSTER. Got back into it seriously in 2002 with refresher training in Warriors and Cessnas until I purchased the AUSTER in January 2009. Getting close to 500 hours in that so almost know how to fly it now. Kaz
  10. kaz3g
    Negative g followed closely by positive g is the more dangerous sequence..at least as I understand the physiology. i.e. a bunt followed by a sharp pull-up. The human body can actually cope with very high g loads for very short times, but is not so accommodating of lesser g over a longer time frame. DJP will be able to comment on this. The Spitfire had two positions for the pilots feet on the rudder bar. The feet were placed in the higher pegs for aerobatic flight to slow the rate at which blood flowed to lower parts of the body thus causing a loss of sight, but not necessarily loc. Tightening the stomach muscles during a high g manoeuvre was another trick as was only having light meals before combat flying (digestion draws blood to the stomach). Kaz
  11. kaz3g
    Like Kyle, I did much of my early flying in gliders and was taught to always balance my turns with rudder. I did my silver C in a glass job, but I did win a Rose Week out and return from Benalla in a Blanik! I still do use rudder assiduously in the AUSTER but I notice trike pilots in 172's or Warriors don't seem to bother. Kaz
  12. kaz3g
    Just how far east are you thinking about? Kaz
  13. kaz3g
    A certain Ben Buckley flew his Lightwing from Mallacoota to NZ quite a few years ago but he forgot to tell anyone before he left. Can't understand why. Bit of a problem because he also forgot to go through Customs and Quarantine when he got there. Kaz
  14. kaz3g
    Should I mention that someone else flew across the Pond some years ago with a double banger R&T? Kaz
  15. kaz3g
    I would have "liked" but then I saw the thinning hair bit. "Grey" I can understand...even my f****y is going grey! Kaz
  16. kaz3g
    From the "Secret of the Machines" by Rudyard Kipling... But remember, please, the Law by which we live, We are not built to comprehend a lie, We can neither love nor pity nor forgive. If you make a slip in handling us you die! We are greater than the Peoples or the Kings— Be humble, as you crawl beneath our rods!- Our touch can alter all created things, We are everything on earth—except The Gods! Kaz
  17. kaz3g
    I hope that is how everyone lands their tricycle aircraft. It's not just RA that are prone to nose wheel issues; more than one of the C100 and C200 series has ended up with a buckled firewall from a nose wheel arrival and quite a few more have done a quick excursion off runway for same reason. Kaz
  18. kaz3g
    A good first step would be getting some of the more frequently used but still uncharted strips added to the WAC. Most of us are using OzRunways and I expect the majority also have the added airfield information from the AOPA country Airstrips Guide. Put them on the WAC and be done with it. A second would be to allocate different discrete frequencies to some of those already on the chart that currently use 126.7 to reduce congestion on this frequency. Kaz
  19. kaz3g
    Some great books, technical stuff, paraphernalia as well as the aircraft. Sad to see it broken up. Excellent hangar there for somebody, too, with a mezzanine office and all. Kaz
  20. kaz3g
    "This figure illustrates that a propeller change by itself has little influence on noise heard by people on the ground, and that the biggest influence is due to the addition of silencers systems. Noise from an over- flying aircraft is heard much later as it’s approaching, and is not heard much sooner after it has flown by. " It would be interesting to put the data for a C206 on take off beside this DJP because that situation seems to be a common cause for complaint and caused by propellor tip speed as I understand it. Kaz
  21. kaz3g
    Hi John A lovely aircraft indeed and I'm sure you will get a huge amount of enjoyment from it. I'm an old pedant and I Get chewy when see pilots calling our aircraft by the lazy Americanism, "planes". Planes are what keep it in the air. I've had to accept "propellor" instead of airscrew even though propellers are for ships. But "plane" just doesn't seem to give your beautiful machine enough respect. Kaz
  22. kaz3g
    All that nice grass outside the gables probably meets the definition of an ALA...often far more sensible to use in a strong cross-wind than that unforgiving bitumen. Unfortunately my desire to use the grass in preference has been frustrated a few times by tower persons... Kaz
  23. kaz3g
    I wonder how much taxpayers have been charged for the use of the aircraft and how this is being done...sounds very iffy to me. A private pilot can accept an equal contribution from a passenger but can't be paid by a third party to provide a service. Kaz
  24. kaz3g
    Everything is relative. I just finished reading The autobiography of Dvid Crookes DFC who was asked to collect his CO's private aircraft and bring it back to join the squadron. It was a Drone, powered by a converted Ford 10 and with a top speed of 45 mph. Carden-Ford - Wikipedia LIGHT CAR OF THE AIR - POWERED WITH FORD 10-h.p. ENGINE - Singleton Argus (NSW : 1880 - 1954) - 5 Feb 1937 He flew most do the 120 mile trip below the tree tops and had to commence climbing a couple of miles before crossing even a low hill. A mob of Starlings accelerated past him! David commented it was a bit different to his Spitfire.... Kaz
  25. kaz3g
    Really enjoyed it Tim. Thanks for sharing. Kaz
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