Yenn

I am surprised. Peter has been a very important member of SAAA and I am sure it will be hard to find anyone more enthusiastic than him.

The original question was about a top overhaul and who would be recommended. As far as I see a top overhaul is not hard, follow the Jab info and you can't go wrong if you are reasonably competent. I have done it twice for a Jab 2200 with no problems, so I reckon just enquire around to find a good mechanic. Possibly talk to someone from SAAA. Norm Edmunds or Myles Brietkreutz for example.

So the correct way to land is nose wheel aircraft is to keep applying back pressure after touch down to keep the nose wheel off. Whatever happened to applying increasing back pressure to hold the nose wheel off before touch down?

Others may have a good record, but compare it with Qantas and what is your answer. A few years ago I googled safest airline and the answer was KLM. It seems they started record keeping after the big KLM crash. When did Qantas last have a fatal accident? When will they have another? Going on their current record it could be any day soon. It looks as if maintenance is not being done properly.

At low speed there would not be enough energy to cause a turn over.

First solo may not be as big an event as later hoops you have to fly through, but it is still a big event in any pilots life. It is the start of what should be a rewarding pastime or job. I can only rank one other thing higher than first solo and that is first parachute drop. I remember mine vividly and when I landed I was even more gratified to be told that the chute I had used was one I had packed while training.

If you have a micrometer, then get a piece of wire which doesn't quite fit and file a taper on it. Push it in till it stops, then measure at the point where it stopped and you have the hole diameter. Just need to have a nice even taper on your wire.

I was refering to PMs comment. i reckon full left ruder would be the start of a left rolling turn and full left aileron would bring the wings into the turning bank, then full forward stick would negate some of the high G loads. This would negate the negative G from a straight full forward stick.

I can't believe that it dived nearly vertically for 20000" and then pulled up and then dived again. The first pull up from the speeds generated by the dive would have demolished the airframe in my opinion. I think the published manoeuver is incorrect, so all the other info is suspect.

The bunt has been used in aviation terminology for many years. The combination of aileron and rudder described does not result in a bunt. It achieves a similar aim but reduces the negative G of a real bunt.

Why the upside down pic?

The non matching is because a minute of longitude is only a nautical mile at the equator, it gets less as you go South in Aus.

As a GA pilot I took part in a search. I had to be controlled by the nearest control tower. The plane I used had a faulty radio and another had to take off and relay messages for me, but that is nothing to do with the requirements. My search found the missing motor boat in a total trip time of 20 mins, after a five hour search by Air Sea Rescue. Boats. All caused by a drunken sailor.

Who told you and have you checked to see that their advice is correct? Or did you just accept it as the media would.

While RAAus do not have safety as part of their constitution, they have been very vocal in pushing the safety barrow. They keep telling us what we should or should not do and by taking that stance I believe they should be finding out what happened at any accident involving their aircraft.