Louis Moore

Sure thing OME & Kyle, PDF version is attached below. Have made all the boxes a slim black and placed a box with Issue number in top corner. You will obviously need to come up with your own issuing system for the records. Check it out and let me know if it is what you're looking for or if you need more changes. RAA M:R Issue No.pdf RAA M:R Issue No.pdf RAA M:R Issue No.pdf

Hey Boingk, You mean the aircraft in the avatar is not yours!!!! Sounds like you will have the wings flown of by the time the year is out! You should be able to dig something up in that price range to suit your needs it just wont me a cream puff is all. Still the longer you scratch around the more you will unearth!

Getting some great info guys. Can not wait for my new ASI to get here so I can start preparing for a test run somewhere!

There is also a version of the story in the Astralian book "The Old and The Bold". It had about twelve or thirteen stories all written by pilots who had near misses, accidents etc... talking about that particular experience (or in the case of the few where there was no survivors it was reconstructed as best it could be). I did a quick google search but can not find it any where on the net and my copy is still in a box in victoria so I can not get the ISBN for it yet wither. But if any one has a copy or knows where to get it I think it would be a fantastic learning aid for a lot of students, some really good tales in it.

A few year ago I was at a presentation held by one of the main L2's working on Jab's, I mean this guy was Jab through and through. He said (and remember this was a few years ago so it could be totally irrelevant now!!) yes it was unusual to get a 1000 hours out of Jab engine and that the faults where actually due to problems with the hydraulic lifters that where fitted. Went on to say it is not really fair to blame Jab for having to fit the hydraulic lifters as they would go bankrupt due to people thinking they where antiquated if they left the manually adjusted tappets on! He also said the signs your due for a through bolt failure are not at all cryptic and that the engine can be read like a book, so he put the constant failures down to people refusing to accept there engine needed work and trying to fly them to their 2000 life before tearing them down. Made sense to me. That being said I think XAIRVTW hit the nail on the head. I would not be opposed to having either a jab or rotax bolted out front. I have worked on both engines and liked them both equally. Let's keep in ming Gypsy's used to fail rather regularly yet where all fine with labelling them as "quaint" instead of the unreliable piece of ............ they actually are (not that I would not love to own a tiger moth!).

Hey Ian, Love the pic, which beach did you assemble the drifter on to take that shot? For reference only of course! I have been looking into a lot of the black wolf camping line, seems great quality and fairly light weight. Surprisingly though I am finding that the air mattresses although a lot heavier than the self inflating take up a lot less room when packed down and are more comfortable when inflated! I can get most of the equipment like tents, bedding and cookware in a range that ways next to nothing so think I can sacrifice going for the heavier style of mattress!!!!

Yenn, I have to ask, are you serious? That is precisely the type of thing were looking/want to do. Looks perfect in every way, can we really land the aircraft on the beach without pissing people off? Had quick look on google earth, guessing it is the small beach between the Bustard Head lighthouse and the larger Bramsten Beach? Next question is if you are serious have you landed there? If so any chance if I drag my plane and me up there some time you could come with me a give me a few beach landing pointers (not done it before so would prefer some one who has to be there the first time!!!) if not any instructors over that way that would do it?

Congrats John on making the decision to jump into flying with an engine. Look forward to reading about your progress on here as you go further down the path of learning how to grapple with a throttle!

Cool idea for a thread! Spent early life as a barmen in my families pubs. Hated it and was eager to get out so at 16 took an apprenticeship as a L.A.M.E. Did that for a year after the apprentice ended, got married and moved to the USA. Spent another two years over there as an A&P. When we moved back to Oz my wife and I moved into Motel Management to spend a little more time together (mechanics and horse trainers don't see each other very often!!!) and have been running them ever since! Long term want to move into writing and one day dream of getting an instructor rating under my belt as well.

Hey Even, Well done & congrats on being ready for your first solo nav. Nothing beats that feeling of doing your first distance flight, on your own. That feeling of really being close to being a pilot is kinds hard to shake off!!! Love the GPS track too, what a cool education and interest tool to use. Did you use an Iphone for it?

Dem fighting words!!!! How long is a few years ago? I went to running a nearly purely mac environment (1 macbook, 2 macbook pro's, 2 Imacs's & hoping to add an air soon!) in 2008. I am a bit of nerd so I still end up with a few PC's on my desk every now and then helping people out. My old macbook (2009 Model) is still faster, runs cooler and never gives me anywhere near the issues the latest front line PC's do!!!! I will admit that my macs are modded to the utmost, chocked out with ram and the best cores but they are simply are far superior operating machine when there like this! (despite costing an arm and half a leg to make them this way!) Also when I was running predominately PC's I had to do a full format and re-write of the HD every 3 months to keep them running at any respectable speed. With my macs I just make sure I shut them down once every month and thats it. Won't disagree Gnarly Gnu Macs are $$$$$$$ and the parts costs are simply ridiculously high, that is the main argument against them. But Apple makes it's money off it's hardware not software and that is how we get a saving. With the open source apps even outsourced programs are cheap for them, and go look at your app store, it still flanks androids any day! In comparison: OSX operating System $30-$50 Microsoft Windows, BASIC $300-$400. Iworks & Ilife Productivity suits $99 Microsoft Office $300-$400. Antivirus for Mac $0 P.A Antivirus for PC $150 P.A. I also find that macs, once mastered are actually a far more user friendly interface than a PC, which in my opinion keeps trying to dumb down the operation so much it is borderline on moronic!!!! Right all that being said I am going to carefully sit the lid back on, and wrap it with ludicrous amounts of 100 mile an hour tape, the lid to that bottomless can of worms and throw it over a bridge into the murky depths of water below. Argued this point with many of my friends, end results stay the same! Neither gets converted!!!!

Jake, You will probably find the warrior a piece of cake. Things happen a touch quicker but the oleo's on those old girls can seriously cushion some hard blows. The low wings ride you in on a cushion of air and there a lot more like a truck where as your Jab55 is a sports car. I am might the only one here but I find most new aircraft types a challenge at first until I get the hang of them. When your hours are lower you tend to rely on the idiosyncrasies of each type as a golden rule of flying so when they change it really throws you out!!!! They tell me that changes with time and experiences. For me it changes with grappling with the idiosyncrasies of each aircraft I fly and adding them to my brain, categorised by aircraft type!!!!!! Hey it works!!!!! As for all the comments learning in harder aircraft/paying more as opposed to easier and paying less. I figure it is about net zero either way. Pay more learning a harder aircraft and go fly mostly anything or pay less learning something easier then take the time getting the experience (costs money) to fly the harder aircraft. Either way your out of pocket about the same amount so go for the goal of choosing the option you enjoy more. Not going to lie, I have done about 10 minutes in a Jab on a test flight after replacing the heads for some friends. Not sure the model number but it was a 4 seat version with the 6 cylinder. I did not like it at all to be honest, nothing against the aircraft just not my cup of tea. Was different to everything else I have flown and I know if I took the time to learn to handle it well would be a very nice aircraft, but I also found the build quality (was factory built) a little messy and untidy. I only have a little RAA time, most of it in the Auster which is still a pretty heavy aircraft lots of inertia. Enjoy the difference of the warrior to the Foxy and Jab, takes a little to get your head around!

I just read through this thread & thought I would drop in on it! For all you guys talking about 3G connection for your GPS I would have to say I agree with Moloch on the GPS receivers. Phone coverage in this country is pathetic at best and seriously how can we consider anything that requires that 3G connection for GPS results as a reliable navigation tool? I bought my bluetooth receiver for $90, connected simply in about 1 minute and have had no issues since. I never have more than 10m error, takes probably 50 seconds to find my position and have never ever had any coverage issues. Topped off with the fact I can throw the receiver any where in the plane and let the blue tooth do the work!!!!! Makes the Ipad and Oz runways a real GPS system. BRILLIANT! As for Oz Runways, There is nothing better. Makes flying not only easier but a lot more fun too!!!! Can not thank you guys enough for putting this program together & then with every update you just make it better and better! Why pay big money for a GARMIN or other system when you get and Ipad and Oz runways for about the same price, plus all your wacs, ersa etc..... For me the only downside to whole situation I think is the size, I find the Ipad a touch to big to put any where really comfortably in the cockpit and I find the Iphones a touch to small to read really well!!!! Maybe that is just me though. (As for you all guys beating on apple, get with times!!!!! Once you go mac you never go back)

Hey Bandit hope you do not mind me quoting you. Simply doing this post to clarify the meaning of CFIT (Controlled Flight Into Terrain). It is a little different to your heart failure scenario (I think anyway!) and I am only meaning to clarify on a very technical level in case other pilots on here are looking into other accidents from a point of education. Think in those cases it is a fairly important thing to keep in mind, in the long run it will only bring home the point your making about attitudes and accidents. CFIT means a fully serviceable aircraft that was functioning as recommended and expected at the time of contact with ground i.e. in most cases the pilot did not know the ground was there and flew straight into it. It is highly different from UFIT (uncontrolled flight into terrain) which encompasses things like structurel failure, engine failure and any other issue where the aircraft, rather inevitably hits the ground due to factors outside the pilot lossing his ability to control it! Engine failures, fuel starvation and other things are not considered CFIT! Doing aeros VFR and loosing control and spinning into the ground is also not CFIT (although cases where in IMC, the pilot losses control and hits the grouns seems to be tagged as CFIT, go figure!) CFIT is nearly always an attitude issue and in most cases would have been avoided if the pilot did not "push on" yet it still accounts for most aircraft accidents around the world!

I find this a really interesting topic and a fascinating concept. Hope lots reply as I am keen to find out the different points of view on this one! Alf I used to fly a cherokee six out of Punka, and have to say when it comes to terrain I think it would be about the cosiest place I know, really it is impossible to get in our out without heading over some bumps! Still some of the best country to fly over and I bet you sit there in a trike with a huge smile on your face as all the stunning country slips past below. I never opted for the ovens or other vallies, I tracked direct over the bluff (the low but in buffalo). In fact because of doing so I never attempted to go up the valleys in times of crappy weather, because I did not know them at all. Would almost argue that this made me safer as statistically I am far more likely (Especially in that twisted little world of low clouds and valleys that is the ovens!) to run into a hill trying to slip on through than I am going to suffer an engine failure over the top of it all. Even in the six, which would be about the second worst aircraft in the world to do a forced landing in (first being a 747!) due to the fact you FFFFAAAALLLLLLLLLL like a greased brick and hit damned hard when the engine stops, I still did it with out really worrying. Should I change this? Shafs64 I sort of agree with the profit margins, but still I think flying over tiger country in some ways in an inevitable part of flying, and learning to navigate and prepare to crash into should be part of flying, shouldn't it? Turboplanner, I was taught to try and pancake it into the tree tops if the cover is thick enough, if not go for a ridge as there tends to be more open space, or valley floors. But what are the thoughts on this, if you engine goes kaput in the middle of the tigers what do people recommend as the best approach for dumping the aircraft onto the turf? Farri you sound like you've been flying a long time, any thoughts on the best procedure for putting down in such a situation? Funny thing is, I get nervous flying into Moorabin, Bankstown and other highly populated areas (Even Toowoomba) because I look around and think, hell there really is basically no where to put this thing down that is even semi soft!!!! Those football fields look REALLY small and there are power lines and roof tops EVERYWHERE! Yet the hills don't tend to scare me all that much, am I alone this thought? p.s. should ad I am talking about weather here, I would fly strictly VFR over these hills for safety, pushing into tiger country, through valleys and low clouds is an entirely different topic to suffering an engine failure in unpredictable terrain, at least in my opinion.

Awesome thread guys, good on Farri for starting it up. On a purely technical note Shafs64 is correct. The most common cause of all fatal aircraft accidents is controlled flight into terrain and this is nearly always due to inclement weather or night (and hills being put in the wrong spot!). On the un-technical side I agree with others are saying, does it really matter what caused the accident, as each cause surely is a valid topic for exploration? Now I am not going against the grain but figure I would be the voice of a pilot who sits on the other side of the engine failure coin. I do not fly around the tiger country nor do I divert for thick bush land. I used to live in Merimbula and when I got my PPL would happily go direct to Mansfield which would take me over some our countries highest hills. I never felt like I was making a bad choice as a pilot in doing so, merely using my aircraft to achieve the purpose in which it does do extremely well. I agree with everyone about keeping in mind suitable landing spots over the course of your track. I'm always casting to my mind and eyes to the appropriate course of action should things go pear shaped. It is comforting to know you have a plan ready to go should the big fan stop, especially when you are over terrain that is going to prove to be a challenge if you need to put down. All the same, I draw the line on the map and fly direct from a to b in most cases (When I don't it is normally because of something interesting to look at, not due to terrain!). To be honest I do not feel this technique makes me any less safety conscious or any more of a dangerous pilot. Would be interested to know if others out there find this a less than safety conscious approach to flying? Surely it should be possible if your prepared to put an aircraft down, relatively safely in the harshest of terrain?

Well done Darky on having the guts to go around. I think a lot of pilots stick with it until it is far to late because they do not want to admit there not quite with it or they just really want to be on the ground again. Think you make a brilliant pilot, and well deserving of the license because of it. I would fly with you any day.

Hey guys, Simple answer to both questions is yes, both ways. Any 3 axis powered aircraft logged in your book counts as flying time towards either category. Jake I know for sure all GA time does count towards the RAA license. I hold a PPL and am doing the RAA conversation, which is considering in that case as an endorsement as opposed to a full license. An instructor needs to sign me out as competent in flying RAA aircraft (it used to be a minium 5 hours but is now purely competency based). I also know that RAA time does count towards your GA time, how ever GA instructors tend to turn their noses a little towards RAA pilots. In other words Damkia if you hold an RAA endorsement you can bet your bottom dollar your going to a little more than the minimum time needed in something with VH painted on the side to get that new ticket. You will also need to complete all the PPL theory exams if you did not do so as part of you RAA license, plus controlled airspace and a few navs. While your RAA navs will help with experience and building up that time, I highly doubt you will find an instructor who will let you get a PPL without a nav. Either way the PPL exam is going to contain a nav so it is a good idea to do a couple with an instructor in the aircraft you would be doing the final exam in. You will need to check the official regs (or wait for some one with a touch more knowledge to jump on here!) to find out the exact hour levels and experiences required in both VH and RAA aircraft to obtain each license. The regs will specify if there is an hour component required per registration category and should be fairly easily found on both CASA and RAA websites. LAst I heard if it was a 3 axis powered aircraft than the hours where acceptable in either category.

Hey Shag, Have to say that is really well spotted and I liked it a lot. I think there would be value even in getting this into RAA and GA schools for students to at least look over and pay some attention too. We all heard other pilots and our instructors talk about that almost mythical quality in a pilot called airmanship and these are almost like it has been written on paper. Like a pilots mission statement, even having a copy framed and hung in aero clubs and private hangars would be a good idea. Reminded us all of our responsibilities as a pilot. Think I might even print a copy and put it in my Auster flight manual. Not sure about including them in the regs, but a brilliant resource that such be included some where and made readily avail for all pilots for sure. You go my support, not that it's worth much!

Learning Plateau! Am I the only one who fells like the first 50 odd hours in my log book felt like a damned plateau!!!! Every time I sat in that left seat I seemed to forget something or over look an issue or carry out some bloody action that made me feel like I was NEVER going to get this stupid flying thing down pat. Now why was that landing so ....... repetitive ...... the one just before it was magic! I can tell you ayavner, the thing that drove me MAD was being surrounded by all the other students who seemed to just get it and talking with all those pilots who kept telling me "Don't worry one day it will just SNAP and you will be like, well how do I not get this before". I would fly around clicking my fingers going "SNAP ALREADY DAMNED YOU". Interestingly though about a year ago I actually ran into one of the guys who was a student at the same time as me at the same flying school. I told him how annoyed I was watching him, being older than me he seemed to grasps the concepts better and handle the aircraft far more naturally than me. The guy laughed and said how envious he was of me at the same time. There he was at 30 odd years old, grappling with learning how to understand a fleet of new instruments, the phonetic alphabet and what the hell ailerons where all the time being surrounded by a snooty nosed 14 year old who knew his away around an aircraft blindfolded from birth!!!!! So I guess it is a matter of perspective! I can tell you this for sure, things never went snap. I never experienced that magic moment where I suddenly understood all the aspects and concepts of handling an aircraft that I seemed to be leaving out right at the critical moment. Every time I go for a new endorsement or jump into a new aircraft for the first time, I hit that learning plateau again and try to desperately claw my way out of it!!!! All I know is on the rare occasions I get to jump into a 172 again (The aircraft I did the majority of my circuit training in), that gnarly machine that seemed to whip around the circuit at 30000000000000 knots, contain far to many levers and switches, have a totally unpredictable approach path the runway and an unbelievable ability to BOUNCE. Well it is the most docile, easy to fly baby I think I have ever been in, feel as though I could handle it just fine with a hand tied behind my back and a eye patch on! In fact when I am flying one of the lovely machines Mr. Cessna built I often feel myself thinking halfway down that final leg "Come on already, how slow is this airplane!!" Stick with it, you'll get there!

Hey Tex, Love the post, really good info and great pics. Thanks for taking the time to put it up. I have been looking into hiking gear myself as it seems to be well built with weight and space in mind. Down side is the majority of hiking gear seems geared up towards the one person side of things. Seeing as my wife has willingly agreed to partake in this madness the last thing I want to do is set up two single person tents and air beds for us to sleep. Would not be a good look! I have looked into some cookers too, I find the brick burning style generally take up less space and are a little safer to fly with, all be it useless to actually cook on!!!!!

Congrats on getting into the air. Well done. As a side note, you can still go into controlled airspace in RAA aircraft, just need a PPL and the required aircraft equipment like transponder etc...

Thanks Tonym. Camden Haven has hit the nail on the head and is precisely what I have been looking for. Captbigwings, innaminka is out there, have not been out that way in a few years and it would deffinalty be a good spot, will look into that. Dalhousie Springs is another good one I know of too

Thanks for the responses guys, gives me something to work with. Ballpoint will dig about and find that thread as there might be some good info. Have to be honest though I am not looking to go on a pub crawl. My folks ran pubs all my childhood life, spent the biggest portion of my younger years at William Creek in SA. There where no fences back then so the planes would park in front of the pub. After years of running outback pubs my father then started doing pub crawls for people in his cherokee six. Long and short of it is I tend to stay away from bars now, spent my fair share of time inside them already and have done a few hours flying between the more iconic outback ones!!! Guy s, Gear is a big issue for me and something I am looking into with avid interest. There is not a huge amount of space in the Auster due to a long range tank being behind the seats. As I am looking to find more isolated places I also have to consider food, water and other associated camping gear. Plus as I am taking my wife I am also going to need a good system for sleeping, something like an air mattress that is comfortable and still deflates to take up little space. Looking into all those things now. Plan on maybe storing the very light gear in a well secured location in the rear fuse, far enough forward as to not through out the CoG. The ideal situation for the trip would be to purchase a nice set of tundras and find some clear spots to set down in open land some where, but there are so many risks with that option thought if I found some nice private little out of the way strips it would sort of have the same effect!

Was looking about on youtube and came across this guy. Can not say I have ever seen a dead stick takeoff before so thought is was worth posting on here. Guy looks like he might be mad, but hey if it entertains the rest of us!!! http://deadsticktakeoff.com/ Enjoy (Click on the view preview link on his webpage to watch the you tube vid)