dunlopdangler

PHeww...I've been away for a while and logged on and this was the first thread I read thru....thought I logged onto pprune...

Had a "blokart" years ago and found it a lot of fun..so much so that thinking of either getting another or building one similar.

Hi there geoff, In answer to your 3 questions, Firstly as the sun goes down the localised atmospheric activity will also decrease giving a less intense wind activity close to the ground (what motzartmerv said earlier). Out of ground effect the pressure gradiant winds will still be working as per the conditions...as for the other two questions, has to do with a bloke called Murphy and his law!!

Gidday Phil, I wouldn't worry too much about the "tiger" country from Toowoomba to Caloundra. If you are worried about the higher ground on your track from Toowoomba, just do what John has suggested and track up the brisbane valley to Kilcoy then head easterly down the valley to west of caboolture then track into caloundra being mindful of the CTA steps in that area as well as keeping a good lookout for traffic. it is very easy to nav as there is plenty of visual prompts for guidance unlike some of the country you're flying over coming up from SA. Have an enjoyable flight:big_grin:

There is a company west of Cairns who may be able to answer your questions as it purchased some of the assets from flightship .....PM me for details if you are interested

Yep...my ASIC is CASA issued and it made no difference to the bank as it was not an approved method of identification!! I am with you HPD, it is a mystery to me also why we need them at all (prior to 911 try to get airside at a primary and security was as tight) The conspiracy mindset I may have is that it could be just a way for pilots to pay a ongoing fee for the privilage of having a licence to fly!!

Well I've had an ASIC since day one...had a whinge about the need to get one and jumped through all the same security checks at renewal time. I wear it at all times that I believe I am required to. It doesn't get me through any secuity checks at airports any quicker, I don't enjoy any priority with the upstarts in charge of the gate to get back to my aeroplane, hell it doesn't have any worth other than airside (and that is only to stop me getting a fine if I don't display it.) I was short on my 100 points in opening a bank account so had my flight bag in the car and tried to use the ASIC and it was not accepted. When you consider the checks that you have to go through prooving your identity and also the state and federal police checks, I would have thought the ASIC would be one of the highest proofs of identity and/or suitablility in the land!!:confused:

Welcome John, glad to see you have discovered the forum, I've done the west-east thing several times now, (even once in a tail dragger skyfox) best trip was with the new owner of a A36 a couple of years ago though.

wing loading -absolutely!! Flyer40 and skip D are absolutely right with the wing loading factor in turbulent conditions, Bruit2 asked about the brutal beating he gets riding in a LSA on a hot day and wing loading is a factor so will the ride you are going to get...For instance flying a skyfox or lightwing in these conditions would be akin to riding on the back of a butterfly (all over the place) Jab a little better than that. In fact anything with a wing loading of less than say 15lbs per sq inch. regardless of the wing loading though, turbulance will be felt in all aircraft in these conditions it is only the degree of discomfort really...Rom takes advantage of this discomfort by riding on high aspect wings and converts this bubbling energy into lift etc..As he says if you know a little about gliding, anyone can take advantage of this and use thermal and cloud streets to get a little more speed out of their aircraft and by using a lower power setting at the same time SAVE fuel. ;)

A little off track here but in the same vein, about 12 months after 9/11 flew a cirrus over the top of LAX at 3,500ft without a flight plan, without ASIC or equivalent just following the prescribed procedures with transponder and radio..getting clearances as required and interestingly at 3,500ft above LAX you are OCTA!!i_dunno

I had non-flyers email it to me as well, I doubt if it offended anyone. I treated it all "tongue in cheek" and had a bit of fun trying to disect the video as well:big_grin:

I guess it is a question of economics. It cost money for the fuel companies to have a bowser somewhere. Shell predominately being a marketer of fuels in this country would be looking closer at sites that are not giving them a positive return, hence "D" day first of December. I have seen instances where on-field businesses and councils have taken on the responsibility of some bowsers and put credit card readers in situ rather than fuel company CARNOs and this works just fine. Perhaps if an imminent closure is going to affect you, then rattle the cage and see if anybody is interested taking over the fuel operation (aeroclub etc perhaps) and the responsibility of purchasing stock fuel, keeping the installation certified, calibrated, quality of fuel checked etc..

I didn't say I believed it, we tried to find the splice or something just to see how it was done and couldn't find anything that us mere computer mortals could do with the software we had...we wanted to get into that video and find the part we could say AHA!! but couldn't--bugger:confused:

Gee BLA82, I respect your good intentions and hope you don't open a can of worms on this forum, reading the thread on pprune, you will see that I also posted on that particular thread as well and since I joined that forum back in 2002 have only posted less than a dozen times for more than likely the same reasons you refer......now with the points you raise, I agree, certainly Barry did have a history of testing the boundaries and those of the regulators. I flew with him on a number of occassions and found him a very capable pilot and instructor during some proficiency training I needed to do to fulfill obligations to keep my insurance company happy. In the case of the fateful flight of Barry's, the CFI would have nothing legal to answer. The argument continues as to the legal description of the flight (whether it was a private flight <cost sharing> or an adventure flight sanctioned within the commercial aspect of Hemples Aviation as it was not an approved Warbirds Association activity) and this is the reason why CASA advertised for witnesses recently. I have been told that the closure of the school was one taken by Barry's family who understandably were not in a position to continue its operation. The dust has not settled on this very sad situation and may take some time to sort out, so my advice to everyone is to let it lie and see how it all pans out.

I was and then you posted this and it prooves that when you have sufficient thrust and luck on your side anything is possible, by the way, my mate and I put the video from the other thread into adobe and went through it frame by frame and could not fault it....looks genuine or reaaaalllyy well done with computer equipment far removed from us mere mortals if it is a fake. as with the F-15, I would guess that you would only have one chance at landing an aircraft in that situation :confused:

Hi Mrdyll, yep at 14 you couldn't do any better than going down the RAA path. My 14 year old son is about to do the same thing with the same outcomes planned, he turns 15 in March and the plan is to get the R A certificate as close to his 15th birthday, then get him to cross over to GA when he is old enough to enjoy the privileges of a GA licence. Age limits from memory are RAA certificate 15 GA solo 16 GA PPL 17 CPL 18 ATPL 21 Talk to your career co-ordinator at school and see if you can get any Certificates in Aviation as your selectives from grade 10 on (could help later if you are going to go to uni) Airlines do look for a tertiary qualification but doesn't have to be in Aviation itself, so if your planning a degree down the track and it is not in aviation you may be able to use the certificates gained towards your minors... Good luck and happy flying:welcome:

Design feature of a Jabiru (saves the firewall perhaps):black_eye: just kidding:sorry:

another way Craig, welcome to summer in queensland, I hate the hot and humidity as well. If you're not used to it be careful of heat stroke (keep the liquids up in particular to those little people you are responsible for). As for airconditioning, try to stay away from the portables, they are designed for "spot cooling" and are flat out cooling down a standard sized room. If you are going to buy a house and you are going to put airconditioning in it then I would suggest buying a split system, run the hoses etc through a window as described above (which will be easy to remove) and then permanently install in your own home. I live fairly close to Tomo out here on the Downs and with the lovely rain we are having at the moment we are also "enjoying" high humidity (something of a rarity in our usual hot fine weather) :big_grin:

All good advice, check compression leakage and do an oil analysis, also how does the engine look externally, any corrosion here? If the price is right, I would get a lame to top it and check crankcase out while cylinders are off. This exercise will cost a few grand if nothing is found and a TAD more otherwise.. but you will have piece of mind.

:faint:Aw shucks Thx1137, now your picking on the severely disadvantaged, Balloonists have neither a nosewheel or tailwheel. otherwise i am with you, I don't care where my wheels are (as long as they are dangling down and locked ) DD ;)

With the amount of coppers on the road around our way lately.....sure to be booked for speeding!!

horses for courses All valid points guys and I agree on all counts. There are some "crossover schools" that also use aircraft which are both registerable as either RAA or GA and yes there would be an slight initial financial advantage of sorts. But...lets not confuse poor old Wallace here who is trying to achieve an outcome with a flying school at Archerfield. In my own case, I have flown thousands of hours in aircraft from Drifters to Boeings and have been in the past associated with flying schools including AUF, so I am well aware of the advantages and pitfalls of different pathways and for those that choose to listen can have any unbiased advise from me, it is your choice on how you prefer to go...horses for courses..so Wallace see my first post, and good lucki_dunno

Sorry to burst your bubble here Tomo, Going down the RAA (Recreational Aviation Association) will only get you in the air marginally cheaper and depending on the aircraft you learn in might even cost more. In stating that however, I know some who started off in Ultralights with no training plan and ended up in the pointy end of airliners and RAAF jets and had a lot of fun along the way. Wallace however is looking at doing his commercial part time so needs the most economical outcome for his particular situation, hence my earlier post, same goes with you, if you are looking at a commercial outcome as well, my suggestion would be to look closer at doing either the 150 hour (full time) or 200 hour (part-time) course through DDAC rather than doing it adhoc depending on your own situation.

Hey Bigpete, I may be wrong, I thought the Sopwith Pup was a bi-plane....so must be a Beagle!!

Gidday Wallace, welcome to the forums, I am only a newby here but have quite a bit of experience behind the controls of aircraft and have flown with most schools in the greater brisbane area since getting my licence back in 1979. I am not affiliated with any training organisation so you will get an un-biased opinion. You state that you are going to do the training part-time so doing the 150 hour course won't suit because training these days is competency based so at different stages if you don't meet the criteria because of your part time training, revision could be more the order of the day so trying to cram it all in 150 hours wouldn't be that realistic. I would recommend downloading the Day VFR syllubus from the CASA website to help get a grasp on what is in front of you and a better understanding overall, Then I would discuss YOUR requirements of training to the schools you visit and see which ones are most accommodating to those requirements. Stay away from schools pushing the "airline academy" tag because they really are more geared in set courses (read sausage factory) aren't there to fully support you and seem to cost more than the training is worth. Training costs will vary according to the overheads and the type of aircraft they operate. Of all the schools in the area, the only one I would come close in recommending would be Sunland, this school may not even suit you but I would make an effort to talk to Brian Westin there, he is passionate about training. Good Luck:thumb_up: