Ballpoint 246niner

I was flying through about 40nm NE on my way home and heard ATC requesting assist in the area. Unfortunately I now know why.

Maj, I'd like to hear your opinion on the Just Highlander, in regards to your above comments which I agree with

Yes I tend to agree on most comments above, my suggestion would be to have the very slick UNICOM service freed up as soon as you vacate the operational runway. There was a lot of directing of ground traffic going on the CTAF which if busier would certainly have had an effect on air separation. If they had dual monitoring or 2 comms this would not be a problem. my $2 worth...:thumb_up:

Another great time this year and fantastic to meet so many of you at the morning tea- A special thanks to Carol, Ian and Slarti for organising it. The clubhouse was the (warmest) place to be at night and the Pizza promo was almost as good as the pizza. Hope everyone got home safely. I heard on Bris CTR that an a/c leaving Coffs on Sat lost a piece which was handed in to police. They were asking a few of the RPT guys to check their a/c on landing! Inglewood this weekend and then Watts All-in a few weeks later- hope to see some of you there.

Good onya Pete- great folks at Kilcoy, and Oh so beautiful! Bet you're right chuffed!!

I didn't get to see it but Jamie indicated the testing was complete. A new (current) 170 was being delivered, there were a few crash and water damaged planes(from the floods) there as well. The place was very packed with A/C everywhere. As usual the service was great,my 120 is fresh and happy ready for Natfly, and the flight there and back was great and very unusually a good weather day despite the 30kts SSE. We are very lucky to have Jabiru that close to us in the S.E. corner, and unfortunately many take for granted having a manufacturer that exports to 17 countries operating in our own country. I swear a 230 would look good in my hangar!

Heading up 2moro for service if weather allows- I'll get the inside line on it- very keen on the 170!

Paul, when I flew just after with a student the conditions had stabilised a little but still similiar- I would suggest that given your interpreted lack of groundspeed you kept pushing fwd( an easy thing to do) and not in itself unsafe when flapless. This truly gave you the 85kts airspeed you noticed when looking at your SECONDARY reference( the ASI), can you recall what attitude you were holding?, or were you focused on your coverage to the aiming point and secondarily the ASI? Strong conditions often cause us to amplify our inputs, there was a strong gradient today but wind gradient, (the decreasing windspeed with reducing height due to mechanical turbulence), tends to rob the aircraft of energy, and result in excessive sink low to the ground. Rememer the rule- add 1/3 the windspeed to your approach speed and elect no flaps in the Tecnam if this calculated speed is greater than 60kts VFE. Your efforts today were to be commended and simply build on your experience- don't ever feel their is hocus pocus at work! It generally can all be explained and has been experienced by others but never take conditions for granted.

The Courier Mail reports today that the deceased had connections to a company called Countrywide communications, I knew the owners from many years ago- My condolscences to the families and Mark if he follows this thread.

Excellent doco- I actually knew the Hegarty's from years ago- they were all clearly still affected by it, even the FO. Thanks for the heads up Spin.

Don't try Kooralbyn then, the hard surface is in a poor state at present.

This is one of the best threads I have read in recent times, thanks Prowse for your honest introspective assesments and as many experienced forumites have added you have already embraced the core of good airmanship and effects of human factors. Good luck ( and judgement) with your flying future.

Well done emate, anothe one in the dacron fold!:clap2:

I haven't stopped laughing for two days. Had to have my appendix out- they used a broomstick to do keyhole surgery- don't ask where they went in:roflmao:

Every aircraft is slightly different, depending on a whole bunch of factors that are less important at this time. So assuming you are flying just one aircraft, this is what I suggest. Jabs, as per your tag( 120/160 are pretty good but with the longer wing 170/230's slightly more adverse yaw) Firstly HORIZON IS PRIMARY REFERENCE. Learn at what point in initial roll your aircraft begins to slip. Looking at the horizon( shouldn't have taken your eyes off it!). Initiate the roll then caress the rudder until you see a co-ordinated movement of the nose towards the direction of roll - Remember slip is soon followed by initial spiral descent(secondary and further effects). if you don't effect the balance early, and in the correct amount then the nose begins to drop so then you will have a masked problem.Polish the trifecta off with just enough pitch to hold the attitude for the turn and bingo! you've got it. My suggestion is try with gentle turns early, then as mentioned in other posts try reversals on a point. I must stress that all this is reality is in the realm of your flight school and I'm sure they will be more than happy to assist. This is complex to explain in the forum environment and in reality a good instructor should be able to clearly demonstrate the correct sequencing, what happens if you get any of the 3 inputs wrong, and as a result the "feel" you are looking for. This is all covered in the turning brief/flight so I hope none of this is coming as a surprise. Finally as mentioned, practice, practice, practice- and if you still want more, go try in gliders- the string will be you friend!

The number don't lie- hence the death of the two stroke for commercial ops!

We just did mods on our two Technam echo's to reinforce the vert stabs after one showed evidence of cracking- the older one(4500 hrs). we summise that the likely cause was side slipping during PFL practice. Sideslips do place a great deal of stress on the airframe. Consider this when you choose to make this method the rule rather than the exception- especially if you have flaps.

Like all good flying close to the ground.....

Hey Burbles, just some suggestiions while you trundle the financial wheel we all have to run around.. Try practicing mini-nav's on your own, within the training area- focus on holding heading, lookout, flying straight and level, doing clear offs and try some five mile markers. Yeah I know you probably know your T/Area like the back of your hand but intro good nav practices in this environment and it will help you learn. You can do course corrections, some simple 1/60 calcs etc. You will be amazed how much attention this all requires in the learning stage. Don't forget to aviate first and foremost. Then when the cash is ready, you'll make good use of your time, be more proficient with multi tasking in the air, and your instructor will be proud of the commitment you have made to the task. We sometimes have students who have developed well in their basic training, but can go backwards in their flying when starting navs. Remember flying is not yet natural in the early stages( and even when it is, still requires 100 percent focus). Just some tips and remember- you're not the first one to get frustrated with their progress(for what ever reason). Other wise if it was easy, everyone would do it! But hell it's rewarding when you just "get it."

Maybe some of the below may stimulate some discussion, Just a few points to consider in STOL type operations: AIRCRAFT: Familiarity with aircraft, particularly across lower end of envelope, use of rudder, particularly good secondary control.Mastering power and attitude balance. Operating at the back of the drag curve, ground clearance. ENVIRONMENT: Legality ALA's vs 500" min, micrometeorology(big subject!), familiarity,walk or drag the location, time of day operations, density altitude, reading terrain, recognising obstacles, One way operations. SKILLS: Flap application, sideslipping, soft field short field techniques,taxiing obstacle avoidance, upslope landing. Getting in and getting out present different dangers and challenges. No matter who you talk to most will tell you that it's practice, practice. Start in familiar environments and narrow down your parameters there first. SAFETY is No1- if in doubt don't do it. We often do PFL refreshers and BFR's and pilot's soon realise how rusty they get in these areas. Done right it opens up many opportunities and rewards. I'll watch with interest further replies to this thread also.

Before Greg sold up he told me he didn't think they would be able to get it renewed- we had no luck with the trikes. It is a shame as they are much better these days than 20 yrs ago. Trouble is the underwriters have long memories and even longer Terms and conditions!!!

Hey Dover my J120- 1Y.O is for sale- check it in classifieds- I flew them all and IMHO is the best "flyer" of them all. Cross grading to a tail dragger to run in our flying school- my jab is private use only.

Motz,Good luck getting insurance on 2 stroes in a school environment- it's why the Fisher 4 stroke drifter (super Drifter) will be the go.

Well done J2!!- for becoming P1!!- Many more for you..