SSCBD

Thankyou Wayne - all forgiven - nothing like a sandpit fight

Well I did not deserve your comment and take offence - think before you type or start you own. I also did not see sorry in your reply.

WAYNE That is a smartarse, nasty comment above - You must be bored with nothing else to do but make assumptions . Why Wayne, what reason did you post this negative response! To be CLEAR. 1. I have no commercial connection with Warwick " whatsoever" and it was my first landing at the strip which was not planned. 2. I know no one from Warrick till I met these great people! 3. This was a nice way I thought to repay the kindness given to us when we landed. By the way Is Clifton in a spot of trouble? as by your post and "my assumption" of your post suggests to me, this to drum up business? And shameless is spelt like this not the way you did.

Had to divert to Warwick on Monday afternoon the 13th and stay the night which was not on the flight plan at all. Dieter and Sandra came over and offered us anything we needed, helped with the tie down, ran us into town to the pub / motel for the night. Could not be more helpful. Both also would not take a cent. Thankyou Dieter and Sandra

Facthunter that's a negative comment! - some or many may not overfly but many do over a "new strip". This is a "Failsafe" for those who may not be as good as you. And are we not for safety and the best outcome for all. New or low time pilots can be stressed, overwhelmed or trying too hard on the first few outings and slip up like us all, so its a backup in this case - do you not agree? Also if they are not on frequency at 10 miles out then at least they can be coming into the circuit and going into the right direction. WIN WIN

Posted this on another post but it is basic common sense used over seas to avoid mistakes in circuit by anyone. In Europe at couple of club strips I found the they solve the circuit direction and radio problem that its so simple - for example they have the runway 32 painted on (as here) as we do but under that they have a simple arrow underscore pointing the circuit direction. So when you over fly there is no argument with the left or right brain as the arrow is pointing which way to go! Simple is good! Also I would like to see if I was dictator for a day, which a few places I know here is the CTAF frequency painted on the hangar roof and or it marked out by white rocks. No arguments could then be made by any pilot of brain failure and it is so simple to do! I have had CTAF frequency changes from what was published myself. It also helps all our drifter and open cockpit friends etc with the wind in the face and pages of ERSA flying out the back of the fin, right Frank?.

In Europe at couple of club level strips I found a way they solve the circuit direction that its so simple - for example they have the runway 32 painted on (as here) as we do but under that they have a simple arrow underscore pointing the circuit direction. So when you over fly there is no argument with the left or right brain as the arrow is pointing which way to go! Simple is good! Also I would like to see if I was dictator for a day, which a few places I know here is the CTAF frequency painted on the hangar roof and or it marked out by white rocks. No arguments could then be made by any pilot of brain failure and it is so simple to do!

Hey Frank - is not that the way you cut the sugar cane up in Deeral from memory ? Best SSCBD

Saw some sledging from another post! I was wondering why we have so many kiwis here in Aus? They won the rugby, right? And if the 1.3 million kiwis I believe have come to Australia go back , will that move the axis of the earth so that Global Warming will disappear??? And the next question if they all go back, will New Zealand sink in the ocean?

tigers are a real bitch in these winds, and they said in the report it was taking off.

Its blowing a gale here on the coast. Not a fun day for flying.

This is what you need below;) Just use it when landed.

Its funny - we are wrapped in cotton wool so much these days - sorry but back in the day - with a Lightwing for example, I was doing many airshows which needed dispensations by CASA to fly on real airport etc. This was no problem from the old boys club - but the department gave me specific instructions to cover all displays on what I could do which was : "You are approved to do anything you like provided you don't loop it or do a barrel role". - Its funny how we now must fly in such a restrictive envelope.

They have modified the wing since then. Pitts are fun. But you get the background of what is a problem and should be addressed.

I keep running into this sort of scenario on the boards, here may be a solution no one will like. BACKGROUND Short Story Let’s start back in the days when GA had the Piper Tomahawk which came into Australia around 1975. Pipers version of a two seat (specs below) trainer for GA against the Cessna 150. Now what is so very interesting is that this beastie was a widow maker and spun at the drop of a hat. Long story short - After killing a few people in USA and here -- “it was then a requirement that ALL students before they go solo got a spinning endorsement” in Australia. That’s right teach them to do full spins and recover before solo, which was not hard at all in the traumahawk as it was known back in the day. Full power stall was all it needed or a low speed turn with speed bleeding off and you could see the earth rotate in front of your face if you were high enough, if not you were dead. What it did teach, ‘STUDENTS, Pilots and Instructors’ was a VERY, VERY, Extremely (get the point) healthy respect for height, angle of bank and speed which was magnified in the circuit area and during practice engine failures with all students and instructors knowing the cause and to recognize the feel of the aircraft, with quick and correct recovery procedure even before "it developed". Flying this beast all those years ago and still today no matter what aircraft I am in GA or RAA, I always have this healthy respect of speed and angle of bank at or below circuit height from flying this beast. Learning how to spin in a GA aircraft teaches also - - ‘As a Secondary Effect’ - galvanizes the voice in the back of your head if you have an engine failure at take of -NOT TO TURN BACK – AND LOWER THE NOSE QUICKLY - AND FLY THE AIRCRAFT. Here’s The Problem - some people are terrified OF STALLS AND SPINS and they may give up flying. Also in that case should people be allowed to hold a license – but that’s another can of worms for another day. As it not you we may care for but your passager! THE ANSWER for RAA - you will not like it - Get a GA spin endorsement or do some time in a GA spin endorsed aircraft with an instructor and learn all there is to know about stalls and spins. You will never forget it and then hopefully you will never be a number with CASA. (please don’t tell me it can’t happen to you in your RAA aircraft, saying it just won’t spin. It does not have to spin it only needs to stall at the wingtip and you are gone). With some old and the new faster aircraft being built and flying around it may be worth you time to think about it! So should RAA pilots and GA coming into RAA get spin endorsed? That is the real question? Also Some comments below from guys who flew the tomahawk back in the day! The Tomahawk was changed structurally so much between it;s certification flight tests and production, that the Piper Engineers and Test Pilots said it is NOT THE AIRPLANE WHICH WAS CERTITIFED !. Piper had modified the wing after and made it more flexible. 2. Spin recovery is extremely difficult. In the context of a approach stall/spin recovery it IS impossible. 3. The accident record of the Tomahawk as a trainer was appalling, and the industry that buys them ran the other way screaming. Many airplanes today are placarded against spinning, including the Bellanca which has been used successfully in airshow routines. Nobody in his right mind would want to get anywhere the limits in the tomahawk . Being proficient in a fair airplane beats being incompetent in the best one. Specifications for Piper Tomahawk (could be a RAA aircraft if we get 750kg ) Crew: 2 Length: 23 ft 1¼ in (7.04 m) Wingspan: 34 ft 0 in (10.36 m) Height: 9 ft 0¾ in (2.76 m) Wing area: 124.7 ft² (11.59 m²) Airfoil: NASA GAW-1 Empty weight: 1,128 lb (512 kg) Max. takeoff weight: 1,670 lb (757 kg) Engine: Avco Lycoming O-235-L2C air-cooled flat-four piston engine, 112 hp (83.5 kW) Performance Never exceed speed: 159 mph (138 knots, 256 km/h) Maximum speed: 126 mph (109 knots, 202 km/h) at sea level Cruise speed: 115 mph (100 knots, 185 km/h) at 10,500 ft (3,200 m) (65% power) Stall speed: 56.5 mph (49 knots, 91 km/h) (IAS), flaps down Range: 539 miles (468 nmi, 867 km) at 10,500 ft (3,200 m), (65% power) Service ceiling: 13,000 ft (4,000 m) Rate of climb: 718 ft/min (3.65 m/s)

HALAL CERTIFICATION IS A TOTAL SHAM AND CON. After an Australian Senate Enquiry a couple of months ago found that: 1. Each area was managed by a different Islamic person. 2. That NO CONSISTANT RULES OR STANDARDS WERE INPLACE in Australia were it was up to this "Individual Islamic Person". (WHAT A JOKE) 3. The MONEY received for the so-called approval could not be traced as to its END USE. 4. SO ON AND SO FORTH - Don't argue with me - write your Member of parliament and ASIC and the FEDS and asked what's going on! and where has the money gone??????.....

Well mine came with the Part 61 signed off as well. Its all very strange . Did mine in class D also. ATC is easy really, its all read back and follow instructions.

Frank when I was staying with you, I told you one time, many many years ago (I think ) when I was a young bold pilot and bullet-proof like yourself but not pigheaded like you (smile Frank), that I had the opportunity to fly a trike as I had never done so and all my flying was with GA ultralight. So I jump into the trike. The trike steers like a Billy cart for those who remember how to drive a Billy carts, you push your left foot forward and the Billy cart turns right and vice versa. So here I am taxing down the runway in this trike my first time ever and I could not keep it in a straight line taxing at 5 miles an hour because every time I want to correct to the left I pushed left and and the trike went right. I could not get my brain to override the years of GA / ultralight rudder input with the correct sense and then trying to go back to my childhood Billy cart days, my brain would not override the muscle memory I suppose even though it was screaming at my feet.

Frank and facthunter - I can tell you for a for a fact, excuse the pun, that the standards of instruction by “some” flying schools/instructors and surprise, surprise both GA and RAA are inadequate. I completed flight reviews of both, not because I had to, as I did the GA first and was signed off without any comment, except please pay $354. My GA review comprised of no stalls, no step turns, no engine failures, no emergency procedures whatsoever, in fact the exact requirements that I did fly was straight and level for around eight nautical miles make a right turn fly back to the airport and do three landings which soaked up the hour then I was given a pat on the back and as above please pay $354 and there’s my signed flight review. As per my RAA it was basically the same except this time I initiated an engine failure and pulled power at 2k myself as I was doing exactly the same thing in the GA flight review I actually had asked the instructor "you mind if we do a simulated engine failure into a paddock". I also can confirm that with the GA aircraft and the RAA aircraft both of which I have never flown before so I was slow and hesitant trying to find half the switches and the general layout of the panel initially anyway. I’m not talking about human factors now as I really find that a dreadful document that the RAA has put out. But: Every person that has experience of let’s say 250 hours or more knows exactly what their weaknesses are when the voices start talking in the back of your head. In my personal opinion I do believe that people fly the same type of aircraft get this warm and fuzzy feeling of being invincible and they think they know the plane like the back of their hand. This is where I believe people should be put into different aircraft that have different traits, glide ratios even the different feel of the pressure in the control stick, trim settings, flap settings et cetera to take them out of what I call the "boiling frog syndrome". “The boiling frog is an anecdote describing a frog slowly being boiled alive. The premise is that if a frog is placed in boiling water, it will jump out, but if it is placed in cold water that is slowly heated, it will not perceive the danger and will be cooked to death.” I was going to post after Christmas and still will probably do something along the lines of rate your instructors what did you do for your last flight review and was it adequate with one last question when was the last time you went flying with the instructor off your own bat (not forced) to get an opinion of your skill level. Everyone this is my opinion. What's yours? also I dictated this using Dragon 13, so excuse any typos.

Santa’s Wish - If you could choose to have a plane under the tree (RAA type) which one would it be? --And what would you put in the cockpit???

Flying into England at Heathrow at 5 am from Australia and walking those long tunnels was a shock, I thought I was in India with all the turbans at customs.

From memory of many many years ago , the rotax (air cooled) two stroke had a air temp limit of 40c in its manual. Can anyone confirm this.

No Good Right?