GraemeK

If you do that, it's no longer a log book! Pilot Log Books - General Guidance

Go on Darky - tell us, which one of The Red Sparrows is you?

Agree with icebob - any document that is auditable should not use whiteout. Same goes for trying to write heavily over the top. Simply put a line through it (and put something like "Entered in Error" if you like) and put in the correct entry. That way, everyone can see what was done.

Just to back up Tomo's comments, these are excellent books for the RAAus course :thumb_up:

My thoughts entirely .... :thumb_up:

For PPL BAK, I prefer the ATC books because they have more detail - but the Bob Tait one's are an easier read and the questions are good. So, horses for courses! For RAAus, as Tomo said, the Dyson-Holland books are the best by far. Exactly matched to the RAA exam, and good practice questions - for a while you could get them at LFS but then for some reason they changed. Sky Supply has them. As for difference between PPL and RAAus - the PPL has stuff on weight and balance, and take-off/landing performance, missing from RAAus. So you'll need to know the different loading systems (Bravo, Charlie, etc).

And I thought the black diagonal line on your avatar was a strut - it's the power line!

Nuh - think Ian's talking about the reverse ......

There's some discussion here!

Goodonya Bec - well done :thumb_up: I'm still working towards it, taking more time than I thought ......

My first day back at the controls today after 6 weeks away! And one fairly reasonable landing after a few ordinary ones. So it got me thinking about how we're taught to land. In her excellent blog, DarkSarcasm relates the technique she has been taught (and I've experienced it with the same instructor). Basically, it's control airspeed with power and flightpath with elevator. With other instructors, I've been taught the opposite - ie control flightpath with power and airspeed with elevator. At the end of the day, I think both come down to the same thing - thus by the method I've been taught, if the aiming point is going up the windshield (undershoot) then I apply power to reduce descent rate and backpressure to control speed. By the other method, I would apply backpressure to reduce descent and power to maintain speed. Same result - but the psychology is different. Do people have a preference? I'm inclined to the control flightpath with power and airspeed with elevator approach, because it instills in my mind that the elevator is not necessarily the up/down control (and sometimes I need reminding, for instance when I level off I was inclined to just pull back on the stick and forget that power is needed to arrest the descent). In an emergency, if I was losing height rapidly, I'd like throttle to be my instinctive response rather than hauling back on the stick.

I noticed CASA gave an exemption the other day to QF so they don't have to earth the plane while refuelling - the QF argument was that their suppliers no longer permitted earthing. BUT - the key was that the truck, the tank, the aircraft, anything else used had to be bonded together electrically (ie all at the same potential, but not necessarily at earth potential). Just as davemac said re the conductive hose.

If you push the stick forward, the houses get bigger, if you pull the stick back they get smaller, if you keep pulling it back they suddenly get bigger again.

Hi Lowflyer Someone here will know for sure, but I think its been suggested you glue the rotors on to overcome this problem - there's a thread here somewhere.

The Visual Flight Rules Guide was last published in 2007 and was becoming increasingly out of date - I guess the final straw was the GAAP changes. Having said that, it was a very useful guide because it drew together stuff from all over the place, and was purely VFR. Most of the information is available in the AIP Book, although nowhere near as user friendly!

Here it is - AutoRetro.

If you're out east, I'd recommend Lilydale. Good friendly bunch out there. The Jabirus are a cheap way to learn, then you can progress to the Warriors for your GA, probably with the same instructor all the way through to CPL. You can also do other fun stuff, like aerobatic training in the Decathlon. :uhoh2:

Don't worry too much about it SB - as TP says, bit by bit things become routine so you just do them without thinking too much, that then leaves more time to focus on getting the next thing down pat. And we all have down days, I had one today. Just when I thought I had pretty much conquered landings after my last lesson, today I couldn't land the bugger to save myself, all over the place! Partly due to gusty winds and having trouble getting a nicely stabilised approach, but even so I just couldn't get it together. Bit like golf really, just when you think you've got it nailed it turns around and bites you in the bum!

For me it depends I guess. For lots of things (flying included) I am a voracious reader, I've read dozens of books on the theory and practice of flight - several before I even sat in a plane. Now I've got a few hours up, I'm going through re-reading them - getting a different perspective after a bit of stick and rudder experience. My bedtime reading is currently the AIP, much to the dismay of my wife. :hittinghead: I think it has helped me, although turning theory into practice has been very slow for me ... On other things, I've never looked at a book, just jumped in. Maybe it's a familiarity thing, I don't know.

Nope, but the pilot did .....

I use my E6B mostly ... But I also got the Niborex electronic E6B for my PDA - it does all the calculations you'll need, including crosswind components which the Jepp slide rule only does with difficulty.

AWIS numbers are listed together in ERSA MET .....

There's some good stuff here. I have tried the YLIL scenery and it's not bad (at least close in).

You know the old adage - if it floats, flies or engages in intimate activities - rent, don't buy!

Hi John I think this might be the one ... J400 oil consumption