JMLIS

Following some roads or rail lines below a low cloud base can be problematic when they disappear into a tunnel! No personal experience, but have heard of such events back in the sixties.

I generally use Emu Park when in that area, but if traveling north from there I track not far from Hedlow. Have used Hedlow but found it quite expensive.

Most of that type of country is on the East and Southeast of our continent. Google Earth could be useful these days to gain perspective. If weather and controlled airspace permit, altitude can reduce its influence.

Pre beacons the initial search was five miles each side of planned route. With GPS locator beacon I still fly direct routes over land, only over water if essential.

I can imagine an unlicensed pilot at Ballbay, or any small town with an airstrip, would have no reason to make contact with an instructor or use an electronic flight bag if they did not want to. It is a big country and few people ask questions unless you stand out from the normal. Generally when visiting small airports local pilots are treated with respect by most visiting pilots.

In 60 years of flying, apart from required reviews which un licensed pilots would not do, I have been asked for my license twice. Once was to get back to my aircraft at Perth airport before asic, and the other a helicopter ramp check at Lismore fuel bowser one Sunday some years ago.

The aircraft was a two seat tandum configured machine which the pilot purchased fairly recently, maybe 12 months. Built in Australia to the best of my knowledge.

Long time friend, very sad.

No pilot was born with lots of hours, just a little luck and a lot of learning!

I am sure my log book would show quite a few 8 hour plus flights from Narrabri to the gulf over the years. The secret is a good break with refreshments about every three hours. I have recently been regularly flying 6 hours between Lismore and Bowen with a midway break and arrive quite relaxed. Being a retired grazier I fly relatively low (500 to 1500 above terrain) and enjoy the view of the countryside.

I once had a share in a Pawnee glider tug. It was also owned by a company. The company was purchased as an existing entity. It was in the days of "The bottom of the harbour" finances. We called it a "Bottom of Keepit Dam Scheme"! The company name was "Rick's Insulation". Shares were bought and sold the same as a partnership, but the company was self funded with towing fees.

I witnessed a similar show in a Pilatis Porter at an Army display at Oakey many years ago. Unfortunately it did not end well as he bounced it, and the wheels went up through the wings!

Dodging obstacles off the end of an ag strip with two aircraft with the same flight hight profile the main difference is the wingspan.

Many years ago I "babysat" one for about a year for a friend while he was overseas. Operated from a 500 metre bush strip in the Nadewar Ranges. Ridge soaring was very effective. Seem to recall it's climb performance loaded was similar to a 300 hp Agwagon with half a ton of superphosphate. The Ag aircraft was capable of carrying more, but not sure I was! The prop had fine, cruise and feathered positions.

Some schools will train you in your own aircraft, I don't know if that includes a hired aircraft. Perhaps the reason the C150 is so cheap is because it is not used for training, or may require a minimum number of hours for the pilot? Are both aircraft on the same field or would you have to fly it over. I think, but am not sure, that the instructor will need a licenced school controlling them before they can operate.