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Robbo and djpacro. Your answers were confusing and wrong for this new RAAus pilot. It appears that you both have poor knowledge of the RAAus system.......not a crime.......but why push dud advice? Anyway, Cheers.

If so, then it is either "C" or "D".

It is essential that it be IMPOSSIBLE for RAAus to refuse an application or cancel a membership. The idea that one should be of "good character" to operate an aerial vehicle, is absurd. All sorts of embezzlers, wife bashers, husband bashers, drug users, thieves, god freaks, unhealthy eaters, drunks, convicts, wine snobs, folk music lovers, risk takers and CASA employees share the roads with us every day. These same people share the sky ..... for they are us. Let's not saddle ourselves with the quite childish requirement that we pretend to be "as pure as the driven snow", less we live in fear of expulsion or refusal. No need to make a rod for our own backs!

AOPA chummed up to it's "good buddy", CASA. It was very naive, and cost AOPA a large portion of it's membership, including myself. Now, AOPA appears to be campaining for class 2 medicals for RAAus pilots. Refer to point 6 of their manifesto. The current state of affairs is evidence that the association, started in the heady post war era, has, for whatever reason, failed.

14.3 of the Draft Constitution kills it stone dead for me.

I don't think those turn co-ordinators belong in any cockpit. Reason. The turn information is always wrong, unless the ball is exactly centred. Indeed, the aircraft can be turning one way, while the little aeroplane indicates a turn the other way. Worse, a pilot not trained in the realities of the instrument, might think of it as a substitute for an artificial horizon, in terms of angle of bank information. After all, the presentation is of a little aeroplane, just like an A/H. Give me a bat and ball any day. Better for aerobatics, too. The two instruments are materially different inside. It is not just a matter of one presentation vs another.

An-225 An-225 An-225

I use good old Nufarm 2,4-D Amine, for quick knock down of catheads, growing in grass. $140.00 will get you a 20 litre drum. It's a matter of rechecking every few days, during the growing season, so as to catch new outbreaks, particularly after rain. Only use selective herbicide, or a flame thrower, as others have said. If your female neighbour is growing roses, and they happen to hang over your fence, a quick squirt of Amine can limit the intrusion. If you have an airstrip to spray, why not pick up an old spray rigged Thruster so you can enjoy the work! You'll be stinky 'n smilin!

And ROBBO's post did not. :-)

Boeing 80, Boeing 247, Boeing 299, Boeing 307, Boeing 367 dash 80, to 707, to 720. Pilots often refer to the variant. 737-800 = 738. Hmm... Plus...of course... The mighty STEARMAN.

That's strange. Mine goes up to 99. !

What constitutes "conventional" evolves over time, as pilots try various word combinations. I reckon the measure of success is that the pilot manages to clearly describe position and intentions. "JOINING (an) early downwind" is currently conventional at Wagga and is often used by Commercial and RPT pilots.

Er, John. The highest runway number is 36, meaning a runway aligned about 360 degrees magnetic, running South to North. To answer your question, let us assume class G airspace with a left hand circuit on runway 36. The traditional way to join downwind is to position oneself, tracking 180, at circuit height on an imaginary upwind extension of the downwind leg, further North (upwind) than the crosswind leg flight path for established circuit traffic.. Prior to reaching the approximate point where normal circuit traffic would turn crosswind to downwind, the typical call is "joining downwind 36" or "joining early downwind 36". The other way to join downwind, in this example, is to head toward the circuit whilst maintaining a track of approx. 135 degrees, this being 45 degrees off downwind track. This track is planned so as to intersect the downwind leg between points located perpendicular to both the upwind threshold and the mid length point of the runway. As the aircraft reaches the point of intersection, the pilot makes a 45 degree turn to the right and is thus established on downwind. Prior to reaching the point of intersection, the pilot will broadcast "joining mid-downwind 36". There is no option to join "late downwind". To further clarify: Your question refers to JOINING traffic. My answer covers the way JOINING should be done. REALITY. Us pilots transmit all kinds of crazy and wrong stuff!

To Farri's question... Knowledge, judgement and practised skill is unevenly spread through the pilot population, as indeed, is the absence of these qualities. Some seek to improve their knowledge, judgement and skill . Many aren't that interested. Some are actively resistant. The raw human material is quite varied. We have the physically fit, quick thinking twenty year old, with a great maths and physics basis. We have others who are poorly educated, slow thinking, or life situation impaired, in varying degrees and combinations. Individual pilots often manage to get a lot of flying done, over a long time span, before their incapacity is revealed, one way or another. Being well known, or popular socially, has nothing to do with the above realities. There are two available defences. Maintain a quest for both broad and specialised knowledge, across all disciplines of piloting and aviation more broadly. Seek to get as much 'hands on' piloting and aviation practice as you can handle. or..... Give the game away........until later, or permanently.

I reckon spiral recovery is basic steering and therefore essential. Up and over for a low entry speed. Lots of good discussion points are raised with this valuable exercise as, of course, you know. We really must get that silly aerobatics restriction lifted. It was only put in place because of the realities of ultralighting as it was then. You could bet that some manufacturer would soon come up with a Chipmunk for this century, a rugged aerobatic trainer.

TRUTH. When faced with a real EFATO, of those who choose to turn back, most will stomp "bottom" rudder to "get the nose around"....followed by impact. FACT. Many of us don't know what we don't know. A turn-back is not the place to find out.

I would highly recommend reading all your texts, cover to cover, twice, and doing all the tests at the end of each section, BEFORE going near an aircraft. The stronger your theory knowledge, the quicker you will learn and UNDERSTAND the practical. It worked for me. I was ready to sit DCA (CASA) exams on day one. Doing things this way means you get maximum progress for every dollar spent and won't be in danger of having to stop flying because you have not been able to pass written exams.

Solution for aircraft noise whingers..... Take the RZ350, with open spannies, for a fat around their neighbourhood at 3am.

SPORT PILOT, over the years, has run any number of "gosh, gee, there I was" articles about people going solo. Yes, it is a personal milestone but best, I think, if it proves to be unexciting, all things considered!

It has been explained in previous threads that RV6 fuselage collapses the top cockpit ledge in compression. This destroys shoulder restraint leading to blunt force trauma. Then...and this is the tricky bit...the fuselage falls back into shape. Jabs and Ag-Cats are your best shots in the survival stakes!

Well, it might be that ten Pe-2s could deliver as much ordnance over a days work than could one F-35, with equal survivability and at one tenth the cost! Anyway, if Australia and USA keep prodding the russian bear, the SU-34 is likely to be the best light bomber of World War III.

So when does ASMOL apologise to everyone associated with the wonderful project called Jabiru?

And won't the rats run for cover if F35s ever meet Sukhois in anger. F35 jockeys might as well punch out before the game begins.

Anyway..... Lets Leave 600kg and 45 knots alone, because it is a pretty good thing. Allow 1500kg and 55kts as a HEAVY AIRCRAFT endorsement. Retain L1 owner maintenance for all weights. Retain self certified medical for all weights. This would qualify as a BIG ANNOUNCEMENT.

ABC News 24 just showed the wreckage lying on the ground, inverted, complete with soviet stars a vee 12 engine and heavily tapered wings. The most beautiful 172 I have ever seen!!