Geoff13

and we type really slowly so your blokes on the other side of the world can keep up with the conversations. LOL.

There probably weren't any rated pilots the first time it flew either, so that is obviously not a complete dead end.

I do agree up to a point. My problem was that it didn't matter what I flew I liked it. So rather than spend a ton of money on something flash, I bought an aircraft in the cheaper end of the market. It will allow me to fly when and where I want within reason whilst I get my experience and decide what I would really like to fly. I will admit it has also started me done the thought path of possibly building my own one day and that was never even a consideration before buying the Hanuman. The other bonus of having your own plane is the ability to retain currency. If you are hiring say 1 hour per week and the day you book for rains out it is not so easy to say no probs I can do some inside work today and fly tomorrow.

The bitumen strip on runway 12 at Caboolture is 240 metres. Either of the above aircraft are well capable of taking off and landing within that distance using normal take off and landing procedures. They are both more than capable of taking off and landing in half that strip of bitumen with some STOL training and practice. But remember currency and practice are as important as having done the training in the first place. That is bringing you comfortable into the 100 metre area. Following are the figures from the POH for the Hanuman. 4-3 X-AIR Hanuman 912 4-3.1 Service ceiling 4500 m ( 14700 ft) (take care of oxygen lack) 4-3.2 Take-off distance With flaps position 2 -Run : 80 m (262 ft) -DF15 : 190 m (623 ft) 4-3.3 Climb -Best ratio : 4,2 m/s (826 ft/mn) at 95 Km/h (51 kts) (flaps position1) -Best climb : 16 % at 95 Km/h (51 kts) (flaps position1) 4-3.4 Speeds VD 220 Km/h (118 kts) VNE 195 Km/h (105 kts) VNO 175 Km/h (94 kts) VC 140 Km/h (75 kts) at 5200 Rpm VC eco 120 Km/h (65 kts)at 4800 Rpm VS 77 Km/h (41 kts) no flaps 72 Km/h (39 kts) flaps position1 70 Km/h (38 kts) flaps position2 63 Km/h (34 kts) flaps position3 4-3.5 Engine off -Maxi fineness : 11 at 100 Km/h (54 kts) (flaps position1) - Best glide ratio 2.5 m/s (492 ft/mn) at 100 Km/h (54 kts) (flaps position1) 4-3.6 Landing Roll : 70 m (229 ft) DA15 : 180 m (590 ft) 2008, october, 17 4

HIC seems to know what he is talking about. You must be employed in the field before you can claim the deduction. The sad thing is there are probably as many tax auditors reading this as there are tax accountants.

Safety is one thing. But the illusion of safety is something else again. We cannot go onto the wharf in Brisbane without Safety Boots. We are not allowed within 50 metres of a working straddle. Safety boots are about as useful as screen doors in a submarine. There is safety and then there is the illusion of safety. What do we really want.

The foxbat is a dream. but if you really want to land slow, Buy a Hanuman . I love my airplane.

Litespeed. You know how it works. His family is gone. My wife and I still live in hope of building a real relationship with our grand children. If we can bring our son along for the journey that will be a bonus. It is hard and the few people who understand really can't help much. Having said that by knowing that their are people who do understand helps in its own right. Thank you and to those others who hear our call.

Todays plan was to fly from Caboolture to Dunwich for the Straddie Breaky flyin. This was my 3rd attempt at this, the first one was rained out, the second one was fog. Woke up at my normal 4am and checked the weather. 30 knot winds, ok so I thought to stay in bed. But hang on if the winds are 30 knots, why can't I hear anything. Got up early and there was not a breeze blowing at home. So I drove the hour to the airfield, preflighted the plane and was ready to take off at about 0700. The forecast was still for 30 knot winds but there was really not a breath of wind at the airfield. The sock was straight down. So we took off and headed for Moreton Island. There was quite a deal of turbulence going between 1000 ft and 2500 ft. That started the alarm bells. At 3500 ft we headed across Moreton bay from the southern tip of Bribie. On checking my ground speed I noticed it was 48 knots. This was with an indicated airspeed of 85 knots. The alarm bells were well and truly ringing by now. I reassessed my decision 10 times by the time that I reached Moreton Island. Everything was smooth and comfortable but my alarm bell was ringing, the trouble with that bugga is it does not have an off switch. Listening in to traffic it appeared that there were several other aircraft doing what we were doing with not sign of alarm in any of the voices. At Tangalooma I decided that I would tune in to Brisbane ATIS. The call was 8 knots winds on the ground but 35 knots at 1000 feet. Going back to last nights homework I remembered the warning about proximity of trees and wind shear at Dunwich in high winds. At this point I decided that I did not want to be doing a circuit at a new airfield with 35 knot winds at circuit height. In fact I decided that I wanted to get on the ground before those winds hit Caboolture. So I turned around. Caboolture at 125 knots Ground speed put us back on the ground in about 15 minutes. A little bit of turbulence going through 2000ft but I must say it really was one of those days when my mate and I were having Breakfast at Coffee Club Morayfield, with the wind building up where I really did think to myself "I am happier here wondering what it is like at Dunwich, than I would be at Dunwich wondering what it might be like at Caboolture." Trust the gut people. Many people may have enjoyed breakkie at Dunwich today but I had a great bacon and eggs at Morayfield. Tomorrow if the weather is good I may go flying.

Well for a start I was posted to England in 1986 and was there for 2 years, and worked with many poms who were in the Falklands. You are correct they were not treated well on return home, they were however treated far better than our boys coming home from Afganistan and the Gulf. I can vouch for that from first hand experience. British soldiers coming home now are not being treated very well either and I would be one of the last people on earth to belittle their service or their treatment. I certainly believe that they are being treated no better than our boys, but neither are they any worse off. Being an ex serviceman I understand the system and everything it stands for, being the Father of an Australian Soldier who spent 7 months in Afganistan I actually do know the truth of the way our boys were treated not only after they came home, but also before they went ( having personally paid to kit my boy out to a standard where he could survive) and when they were over there. I honestly could tell you true stories that could possibly make your skin crawl. My argument with your last post was only the comparison between our boys and the poms. Trust me when I say that there is not one of the allied governments who have given our boys the respect that they deserve. This I am afraid is a very sore point for me. I very nearly lost my family because of my service. My son lost his and we are still fighting for our grandchildren to get to know their real father and their Grandparents. I have seen first hand the devastating effect of PTSD. The hardest thing is to get the boys to admit they need help. They are so painfully ignorant of their own problems, but their families live it every day. Sit down with someone who is suffering one day, lock the door so he can't leave the room and force him to give you the trigger to his problems. The result is that you then take on the responsibility for those problems. Trust me before you put yourself in that position, be certain that you can handle it. Again sorry guys I am not trying to hijack the thread but Governments around the world are ignoring this problem, and I have tried to fight this fight at so many levels that I actually am starting to believe that my fight is unwinnable. That, my friends, is a bitter pill to swallow. OK. trust me I do not want a fight with any one, but you are talking Falklands and Vietnam. Please study Gulf War 1 and 2 and Afganistan. Oh and please lets not forget East Timor either. John Cantwell spent time in all four of those theaters. Remember he is the Aussie Digger of the past 40 years.

I am all for safety. I have for many years been a detractor of the excessive use of Flouro vests/shirts in millions of places. If you go to Woolies at 4 pm most days 25% of people there will be wearing a flouro shirt. A genuine safety initiative targeting the things that are killing people would imho be a great thing. A mail out of 4 flouro vests to each of our ftf's with some semi logical instruction to wear them on the flight line is a simple PR stunt gone wrong. This is not simply a group of employees at Canbera airfield, this has involved a mailout to all FTF's with a very mixed message. As I have said before and will continue to say information is paramount. That info must be passed to the members. I amm only aware of the mailout due to my continuing freindship with members of one of my local FTF's.

Oklahoma Girl is no longer at Mareeba. She is now a Caboolture and is in the process of restoration. The severed head came with her. Both engines now start and run and work is progressing. In her spare time she plays Jaws with smaller aircraft.

Maj Have you considered applying for the position of members consultant. (Whats that you say, we don't have one. Maybe we need one). Simple explanations like you and previously Andy give via this forum are what the membership are screaming out for. We do not have to and in all likeleyhood never will agree with all decisions made, but if they are explained properly then we will be able to accept even those ones that we disagree with. I have said before on this forum that the members are not fools nor are they mushrooms. in this modern age of technology the members want to be kept informed. There are 5 simple and effective ways of doing that. 1. The website. I understand it is a dinosaur and not user freindly and is in the process of being revamped. That does not mean that it should not be kept up to date and utilised to keep the members informed. There is no point revamping the website if members are turning away from it because it is so out of date to be useless. 2. The larger social media platforms. We live in a modern world. Even yesterdays FB posts actually gave very little detail. 3. Forums like this one. They can and should be a valuable tool used in the correct manner. I know its a public forum, but many users here are at the very least interested in the workings of RAA. 4. The email outs that like many things started enthusiastically and have recently dropped of to a fairly basic meet your registration clerk non event. (Yesterdays event was screaming out for an email notification/explanation. 5. The magazine even though it is a dying beast. I have actively over the past 2 weeks asked 13 people who are members of RAA, who actually reads the magazine. 3 read the online version. One subscribes to the paper version. Of the rest all but one used to at the very least brush through the mailed out paper version in the past, but will not/do not go looking for it. Communication or lack of it will either make or break any organisation. As for a members consultant it could be one person or a group of people. It could be a paid position but would probably be far better as a volunteer position. It does not need to be a board member but it does need to be someone who has access to the board and the discretion to know what and when to release.

Mate I hate to sound negative because I know we need all the help we can get for our boys, but if you have ever read the book Exit Wounds. Exit Wounds - One Australian's War On Terror by John Cantwell (Major General RTD), MajGen Cantwell got to be Chief of the Australian Army, he was first in line to be promoted to Chief of the Defence Force. He resigned before being appointed to the top job because of PTSD. This book is a must read for anyone who cares about our young servicemen and women. If he could get the help he needed without resigning first,then how the hell can our diggers?

I would be happy to debate you on that.

A total waste of money as far as I can see. And the build up is typical politician speak. I wonder how much of our money we are paying spin doctors to come up with that crap. I thought safety was something that needed to be considered all the time.

Took me to a link for a digital subscription to a newspaper. No thank you.

I have a son who spent 7 months on the ground in Afganistan. I also am a amazed by the guts and determination of our young men and women. I am devestated by the disgraceful way our sucessive government have treated them since they came home. That is the ones who came home. 40 of our young men died there many more left there sanity behind in that desolate land. Sorry but this acorn has fallen very close to the tree.

Mine is still rag and tube, it just has doors. Anyway I am still going to join in. :)

So this has to be in an open aircraft does it? How about I just take the doors off.

Yep can't get much simpler than that. (Automotive fuels should only be used where AVGAS is not available) You can read that how ever you like but if I still had a Jabiru engine I would be using AVGAS.

I don't know how that can happen. mine always tells me the update is available but I have to approve it first.

So do I. What a pity that Jabiru can't see that.

Jabiru quite clearly say not to last time I looked. Which admittedly was over 6 months ago.

Thank you. I just like to see accuracy in reporting which is not very common these days. Like you say, it won't change much in the big scheme of things. In fact as I see it the real problem for Rotax in Jabiru's apart from the factories reluctance to bend with the breeze, is the weight and balance issue, and that could prove to more problematic. In my case I simply took the conversion that came from the factory and fitted it up. It took into account the different w&b and moved the engine back appropriately. Even so it still moved the w&b and upped the BEW by a not insignificant amount. Still within factory requirements but a noticeable change.