Patrick Normoyle

Maybe try piping her music into the headset or get a portable DVD player and put the sound into a decent pair of head phones, adjust the carseat for maximum comfort, consider what she sees and the angle she sits at. Best of luck, after 3 years old it just gets better.

It's an aerial pursuits system, I have the same in my drifter. Not hard to problem solve, call me if you want some ideas. 0408931040, or Send me a message. I'd start by pulling the headset apart and check for loose or broken connections.

Don't forget her deflated ego !

I love the icom range, I have an A22 in my Drifter and an A4 in my Chinook, both give great transmission and reception, price is good, but it's not just the radio, you need a good antenna tuned and mounted well as well as a clean power system free from static and headsets. I have found even the cheap headsets are good as long as you use two of the same headsets through an intercom, I have just done this with my old Icom A4 and it works well.. The Icom A210 is by far my most recommended radio if it fits and you can afford it.

John is right, it is ON THE FOLLOWING ROUTE, blah blah. The bearing and distance used is the same system used in flight planning if the position you are tracking via is not known to the NAIPS system ( eg. Farmer Joe's paddock ) so we use a bearing and distance from a common known position to plan via. H.Hughes has a great suggestion, I am fortunate in that I read tese things everyday at work so I can easily decipher them as well as met messages, read a few and if you get stuck just ask the question either here ( not all answers will be right so be carefully ) or your CFI, failing that try the Brisbane or Melbourne briefing office or any Met office. Good luck with it.

I ad a quick look and could find anything helpful, but the date / Time decode is right, just work backwards, month day time then add 10 hrs for eastern australa. Good luck with it.

Maleny bearing 307 deg at 18nm , Kilkoy bearing 296 at 19 nm, there is three digits for bearing and then three digits for distance from the place named before the BRG - DST ( bearing distance ) group. I hope that helps.

I'm at the hanger tomorrow night, I think I have a video of Wayne's that shows how to cover the wings, ill let you know how I get on.

Guys, I have done mine twice but ob a Fisher Mk 1, let me know if I can help, but with two of you or more it is not hard.

I doubt there are many VH registered aircraft with Jab engines so CASA wouldn't take an interest, and I'm fairly sure those VH registered aircraft will be in the experimental group, so again CASA won't show much interest.

Oh darn, my stupid finger hit the post button again. Please ignore the above post if you find it offensive. The truth shall set you free.

Brilin air, are you talking about the same incident ? As the pilot reported to the news mob " the prop stopped spinning" that's not a precautionary anything ! Jab Phil, no offence intended, I think the Jab is a great aircraft fr others to fly, I have spoken at length with the sales reps on two occasions regarding their engines and they tend to place the blame solely on the operators and take no responsibility for the apparent large number of failures. Dazza, thanks for the support, my stupid opinion was just that MINE, and I hold it firmly next to my bottom which will never be seen in a Jab ( I do have 26 hours in a J170 ) from many years ago. I don't see what's wrong with not liking an aircraft type or manufacturer, it's just like food, I don't like Brussel sprouts, that's not to say the farmers are stupid for growing them or that those that do like them are stupid. I guess I'm lucky in that the four engine failures I've had in my 3300 flying hours have been one partial failure in a rotax 582 due to carbi icing ( my fault for flying my drifter at 7500 ft in minus 4 dec C ), one engine seize in a Jab 170 at a flying school, successful forced landing in Farmer Joe's paddock, an interesting beach landing in a C172 when the engine ran very rough and then failed and a Baron 58 starboard engine that failed enroute to banks town from Archerfield.

It was a Jab, isn't that the reason ! ( sorry, not a big fan of the engine or nose wheel ) give me a rag-n-tube any day !

Russ, are you saying he was unlicensed and unregistered ?

Have been riding for 28 years, flying for 24 years, own two ultralights and ride a KLR 650 nearly everyday.

Bull, let me start by commending you on your devotion, friendship and compassion for a loved one, so often when we slip up, those we thought were friends desert us and we can be left on our own ( even in death, it is nice to have support). But I think this goes more to airmanship and aPilot in Command decision making, a great pilot Barry was( he did my level 1 aero endorsement training ), but I think his love for flying clouded his judgement where he should have grounded himself ( a pain worse than death for any pilot), all pilots have a duty of care to assess not just the flying conditions and the aircraft, but also the passengers and especially the crew ( including us, the pilot ). Your friends driving trucks that shouldn't should be stopped, sorry mate I know it is their livelihood but this makes YOU complisent in the murders they may cause in their negligent driving. Tell them to turn themselves in or you should.

Excellent idea, you should run for politics, you'd get the country sorted real quick with ideas like this.

Your CFI !

Signed, good luck.

Mine only ever get flat on the bottom !

Congrats, now the fun and real learning begins.

Don't forget there are three parts to the rule " fitness for duty / flight " when it comes to alcohol and drugs. 8 hours from last drink to first aviation related activity ( refuelling or daily inspection etc ) as well as being below .05 at the same time. Then there is every pilot in command responsibility as being generally fit for flight.

David Isaac, I think it says to stay below .05, so what you are saying is right, just like the airspace boundary issue. A pilot flying at 1500" under the controlled airspace step on 1500" may think he is doing it right, but it says LL as in lower limit, so he should be below that, and has he included an amount for error in his altimeter ? When was his ALT last checked to be within 200ft ? I am with Keenaviator, if you are going to fly -drink after you have finished, trust me it tastes sooo much better when you can sit back and relax with a cold one and a chat about how great a pilot you are. I have five kids, I want to see them all learn to fly and live smart.

Ok, so I have read just a few posts, and obviously some people have no idea what they and the media are on about. This morning the wether at Adelaide was light winds from the north and PROB 30 of fog was forecast when all these aircraft left BRISBANE PERTH SYDNEY MELBOURNE HONG KONG AND SINGAPORE, all these aircraft diverted to other airports that they had planned as their alternates as a normal practise, NORMAL SAFE PRACTISE, there was no unsafe airline activities at all, actually the opposite, they all carried their alternate fuel ( even from Hong Kong ), the FOG developed slowly from the northwest and the excellent air traffic controllers ( That's me ) advised everyone upline as to the developing conditions, during the 5 hours of poor weather only two aircraft made published missed approaches, a REX SAAB and a Virgin B737, everyone else either diverted to their PLANNED alternate or made a successful landing at Adelaide. Where is the congratulations for the out stations like Mildura who wouldn't have expected this additional traffic, or Port Lincoln which reached capacity by 7:30 am and advised operators not to send anymore aircraft, or the pilots themselves for making the right decision to divert when the conditions were close to the minima instead of trying an approach when they knew they wouldn't get in. How about the approach controllers and Melbourne enroute controllers holding multiple aircraft at DRINA and other places trying to keep it all orderly. Then there is the ground crews for the airport at Adelaide that basically got closed to single aircraft operations at one time, severely restricting movements all in the name of SAFETY. Then there is the airline ground staff who had to move lots of aircraft after the situation had eased. And then there is me again, with my other colleagues moving all the traffic as quick as we could once the weather had cleared, again all as SAFE as possible. If you want to have a gripe at someone, have a go at the ridiculous media reports and then the further postulation and Bollock Dust that goes on with it.. Congrats to those above who have also seen through the hype and constant reporting of catastrophic "NEAR DEATH" events which are actually all part of normal SAFE practises. Maybe they ( the media and other scare mongers ) should have a look at what goes on in some other parts of the world where safety is just a nice thing to have and rules are sometimes followed. And here ends the RANT. If I have inadvertently offended anyone, that was unintentional, I actually meant to offend most who eagerly joined the media hype and disaster bandwagon.

Thanks mate, great idea. For those who use this, please note it is for a Fisher Mk 1, sorry it took so long.