old man emu

Use of the VFR lane would be taken to be CASA approved. As would approach/departure routes associated with an ALA.  

The term "built-up area" is not defined specifically in any Australian legislation, other than the Australian Road Rules. Therefore, since they didn't define it, the legislators must have considered that the term was one of common knowledge. It is like the word "safely" which is not defined in any WH&S legislation, or road rules, but it is expected that everyone understands the concept.

So you can legally fly across a city using VFR lanes, and you can overfly built-up areas at a minimum of 1000' going to or from an ALA, but you can't fly off the beaten track in an LSA to see your house from the air.

Lawrence Hargraves was nominated. Max & Jim - isn't that father and son? I'm deliberately not mentioning people who were not based in NSW like Horrie Miller of Macrobertson Miller in WA.

Here is Andrew Badgery's WWl Service Record: https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/ViewImage.aspx?B=3044004

It seems that stuff must have happened to him early on when he was operating in Egypt. Seems he got what we call Post Traumatic Stress Disorder and lost the confidence to fly. He was supposed to be sent back to Australia to act as an instructor, but no training was being done back Home. He went to London and was assigned to a training flight. His PTSD prevented him from flying in anything other than perfect conditions, so his commanders transferred him to an office job. There is a letter in there from him to High Command in which he says he didn't want to fly an aeroplane gain. He was , however, disappointed that his condition prevented him from being with his comrades in No 1 Sqn, AFC.

As an aside, there is a record of correspondence between him and the Government in which he offers an Anzani aero-engine. Probably the same engine that was in the plane he built. Mr Google can't find any Caulder. Most likely it was a Caudron

 forget hiring. This will provide no income while still paying hangar rent but peace of mind and an aircraft ready to fly when you get back.

1. Any money generated from rentals will be sucked up into paying for higher insurance costs if the aircraft is going to be used for training; paying for the scheduled maintenance which is based on hours operated; unscheduled maintenance as a result of normal wear and tear; accident damage which is hopefully restricted to replacing flat-spotted tyres.
    
    
   
2. The amount of usage won't be anywhere near what was estimated by the mob who are going to put the aircraft on line because they will want their own planes earning money before yours does.
    
    
   
3. Nobody treats any rental vehicle - car, boat or plane - as if it was their own.
    
    
   

These are the unhappy truths. You are to be applauded by making your aircraft available to others, but if you want to see it used more, search out a few people who you think you could trust to look after the aircraft, and offer usage to them.

However, before you let anyone hire it, write up a strict, and I mean very strict, set of conditions of use which deal with the care of the aircraft and its equipment. Include a direction that any and all damage, breakages, equipment failures must be documented in a damages register and the record is held by the mob who is minding the keys for you. If you want a guide to how to record the condition of the aircraft before and after a rental, go scrounge a copy of a vehicle hire record from a mob like Hertz.

He plonked it down  OK.

My opinion of Nancy Walton was that she was a self-promoter who did not do much for expanding aviation in Australia. There were more important personalities at the same time: Reg Ansett, Cecil Butler, Max Hazleton to name a few. Andrew Badgery seems like the best. That news article had more photos of his plane and his flights than I have seen of many an early aviator from anywhere in the world.

Was the airport named after an aviatrix purely out of political correctness?

How can you get killed by crashing into a condominium? Aren't they prophylactics for the under-endowed?

You're lucky it wasn't a music event in NSW. You'd have had to line up to get your drugs sampled as well unless, of course, the Conservative government hadn't told the organisers to cancel the event in case someone took an illegal, untested substance and died.

This is the BF-R I want to fly in.

            

Its CAC-13 Frame Number 1002; RAAF Serial No A46-179; No 5 Sqn. The nose painting is a comic black crow using binoculars. Plane was named Recce Robin. Pilot: 33273 Pilot Officer C. Rasmussen of Leichhardt, NSW, of No. 5 (Tactical Reconnaissance) Squadron Aircraft was converted to components January 1946.

Unfortunately, not even Facebook can keep us in contact with those who have passed over. Dave died a couple of years ago.

Here's another: https://broadwaytower.co.uk/whitley-bomber-memorial-service-2014/

https://en.wikipedia.org/wiki/Broadway_Tower,_Worcestershire

and another https://en.wikipedia.org/wiki/1940_Canberra_air_disaster

Was that David Squirrel at one time a crop duster? I knew a David Squirrel (RIP) who ran a business from his home at Wilton, near Camden. He serviced and repaired magnetos and such.

They shall not grow old ... We will remember them.

https://www.bbc.com/news/av/uk-england-south-yorkshire-46762440/sheffield-man-s-pride-tending-to-plane-crash-memorial

Clipping the beginning of a transmission seems to be a problem universal to all voice over ether systems. Early in my police career, my then girlfriend (who became woman soulmate) was a police radio dispatcher . She always told me to press the button; count to two, then transmit. But you know how pillow talk gets confusing.

The crop of 1952! Now is the time for it to be drunk.

Would have loved to hear the "chin music"!

Facthunter,

Can you suggest an answer to "could be that the cumulative time of 5 hours at Emergency Power meant that the engine was overhauled."?

Those extra few RPM were called War Emergency Power. Noe the reference to moving the throttle past the "gate stop". In many a recounting of dog fights, you'll see the comment "went through the gate" Note also the administrative requirement for pilots to report the use of Emergency Power to their ground crew. It's astonishing to see that the engines were given a full strip down after 5 hour's use. That suggests that after every escort mission, the engine was taken out. Or it could be that the cumulative time of 5 hours at Emergency Power meant that the engine was overhauled.

Forms 1 and 1A were carried on board all USAAF aircraft during the Second World War. Form 1, Flight Report--Operations , was for recording pilot duty times and aircraft movements. Form 1A, Flight Report--Engineering , was completed by the crew chief to track airplane and engine times, servicing, inspections, and maintenance items. These forms were alternated in bound books of 50 pages, and kept in a metal or wooden (non-strategic material, y'know) box somewhere in the cockpit, and filled out for every flight or series of flights.

Turbo said, "There is nothing to stop CPLs volunteering their service for the same aircraft for these flights."

There's possibly an economic cost to the CPL. Don't they have a maximum limit on the number of hours they can fly in, say, a month? If so, would the hours involved in a volunteer flight reduce the number of hours the CPL had to earn a living? 

I'm pretty sure that something like FLARM was fitted to the tugs at the Southern Cross Gliding Club at Camden

Don't forget that Galland was a fighter pilot. His military thinking was aligned with the job he was trained to do - shoot down enemy aircraft of all types. I have said that I agree that the ME 262 was a dog, but that's not the discussion here.

The discussion is, "Was the ME 262, due to its speed and low numbers, better used as an army support, hit and run weapon than as one of the many aircraft trying to dam the bomber streams?"

I concede that the ME 262 had problems arising from the power output of its engines. 

My point is not to discuss the operational failings of the aircraft that finally came into operation too late and too few to stem the tsunami of Allied air superiority. The point I'd like to raise was whether or not Hitler's own desire to use this new form of ultra-fast aircraft as hit and run ground support units for surface forces was stupid, as the writers of History would have us believe, or was actually a smart idea in view of the Luftwaffe's loss of the control of the air over battlefields. 

Hitler was in the thick of things during World War One. He would have gained knowledge of the effect of aircraft on advancing troops from being under attack from them. Come WWII, Hitler was seeing that the anti-bomber campaign of the Luftwaffe was not effective. Everyone and his dog (Hitler's German Shepherd bitch, Blondi included) knew that there would be an invasion from the West. Since other fighter aircraft he had in greater numbers could still be directed at the bomber streams, the smaller numbers of the fast ME 262 might reasonably be more effective as support for ground troops.

The fighter-bomber version of the German ME 262 was known as the Sturmvogel (Storm Bird). It has long been said that the Luftwaffe had the advantage of this jet-powered aircraft stifled by Hitler's stupidity in demanding that the new aircraft type be produced as a fighter-bomber. But was the idea stupid in theory?

Germany's first jet-powered aircraft, the Heinkel He 178 took its maiden flight about a week before the invasion of Poland in 1939. As a result, the Me 262 was already under development as Projekt 1065 (P.1065) before the start of World War II. The project originated with a request by the Ministry of Aviation for a jet aircraft capable of one hour's endurance and a speed of at least 850 km/h (530 mph; 460 kn). Dr Waldemar Voigt headed the design team, with Messerschmitt's chief of development, Robert Lusser, overseeing.  

The Germans had the design of the airframe well in hand, but the engine technology hindered progress. One particularly acute problem arose with the lack of an alloy with a melting point high enough to endure the high temperatures involved, a problem that by the end of the war had not been adequately resolved. The aircraft made its first successful flight entirely on jet power on 18 July 1942, powered by a pair of Jumo 004 engines.

In mid-1943, Adolf Hitler envisioned the Me 262 as a ground-attack/bomber aircraft rather than a defensive interceptor. The configuration of a high-speed, light-payload Schnellbomber("fast bomber") was intended to penetrate enemy airspace during the expected Allied invasion of France. Previously, the Stuka, was the designated ground support aircraft, but it could only be effective in areas where the Allies had air superiority by having the covering support of the ME 109 or FW 190. It was clear that if the Allies intended to invade, they would have the air superiority, and the Stuka operations would be cut to pieces. In light of that expectation, the idea of an aircraft able to support ground troops by entering a battlefield at high speed; making its attack, and then getting out at speed seems reasonable.

Following the Allied invasion of France, US P47 Thunderbolt and the British Hawker Tempest carried out the role of fighter/bomber, ground support. This role was the same as envisaged for the Sturmvogel, and it would have been a great asset as the Germans tried to hold the Allies' ground forces advancing from East and West.

Admittedly, Germany was having Hell bombed out of it by day and night. That restricted production of all aircraft, but about 1400 were built (17,000 ME 109 in 1944/45). Losses of ME 262s mostly occurred becasue they were set upon by Allied aircraft during take off or landing at their bases. These attacks meant that other fighter aircraft had to provide airborne protection during the beginning and end of ME 262 sorties.

History records that the actual operational success of the ME 262  Sturmvogel was not outstanding, due to the overwhelming air superiority of the Allies. But should History also mock Hitler's vision of a high speed, ground attack aircraft that could have supported German ground troops as they tried to stop the rolling Allied juggernaut?

That implies that it takes a woman 12 years to master the art of making a successful forced landing in a Tiger Moth.

Aren't you getting sick and tired of inappropriate gender stereotyping?

Was she suffering from PMT? 

PMT: Probable Motor Trouble

John Coyne, a senior analyst of the border security program at Australian Strategic Policy Institute, said "Can you ever secure an airport? Yes. Don't let anyone go there or any packages be sent there,"

Not wishing to denigrate this man, but his realistic assessment of airport security would bode him well to be a member of the CASA board, as long as he would agree with CASA's belief that keeping aircraft from using airports would also enhance security.