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peterg

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Everything posted by peterg

  1. peterg
    Really?
  2. peterg
    Makes your apology worthless - djpacro is a very experienced pilot and I find his contributions considered and valuable. Sadly, there are only a very few now who provide useful comments - used to be a lot more but they have "dropped off" - probably eroded by the slow drip
  3. peterg
    The flying school (s) GPA etc don't have a TW online - as I said contact Bruce Vickers - BV can be contacted through Garry Baum (Lethbridge airfield owner) or Michael Pendergast (a friend of BV) djpacro on this forum is a TW instructor - PM him
  4. peterg
    contact Bruce Vickers at Lethbridge - one of the best instructors I have encountered - not sure how much he is working at the moment I learnt on Chippies, flown a lot of other TW types and encountered a lot of average instructors - Bruce is a bit of a legend in my view If you want to do a CIR go to Steve Pearce at Bini's Very few good instructors around in my view - there a few other TW instructors I could recommend but BV is local for your mate
  5. peterg
    Are the plugs the correct ones for the 80HP ie not the 100HP plugs
  6. peterg
    Tell that to a Qantas Captain
  7. peterg
    crikey I get sick of the rubbish from the "expert" who clearly is not, almost certainly hasn't flown as PIC for many years, the bush lawyer stuff makes my eyes roll - the "expert" clearly hasn't graduated from any of the three law schools that I have etc etc In Australia, air traffic controllers are employed by Air services or the military not CASA
  8. peterg
    Unless you are in an early model F-104
  9. peterg
    I had a memorable go around DHC-1 early solo - radio decided enough was enough during spin and aeros practice so on return to YMMB I anxiously waited for the green light on final, didn't get it so moved to dead side and climbed away - got the light the next time but also got an escort car on landing - something about proximity to aerials on the tower. Tower lights used to be used a fair bit
  10. peterg
    YBRS = Barwon Heads - used to be an Xair in a similar colour scheme there
  11. peterg
    Did the Air live at YBRS a few years ago?
  12. peterg
    Would have been bloody freezing - ski suit or freezer suit is the go this time of year I went gliding yesterday - sunny but very cool.
  13. peterg
    What is the aircraft
  14. peterg
    What was she doing during lectures? Were exams required for the above? I saw her on the telly - her performance was woeful Seems to be a governance problem.
  15. peterg
    Nope, wasn't confusing you and "Red" - my comments were directed at an annoying & prolific vanker
  16. peterg
    We were - a minor thread drift but paragliders it was But no need to worry, most of us I believe are fed up with him and have been for a long time - I find the "Bush Lawyer" stuff particularly annoying.
  17. peterg
    Nope - I got one 30+ years ago. Reasonably common then to get a Class 4 rating (night VFR ( I'm my opinion can be dangerous for the careless) then a Class 3 (a limited version of the Class 1 /CIR). If you had a bit of extra cash as I did then, most just got a Class1 / CIR. 6 month renewals in those days - always a lottery as you didn't who you had in the RHS until the test day - some were shockers, some were a walking W&B problem etc. I've done a bit of flying in a number of countries and a CIR is very useful even on a VFR plan - because, but not limited to, no horizon in the Middles East due heat haze, challenging weather in Asia (TS, heavy rain etc), must stick to the airways in a lot of countries, airspace somewhat complicated due military activity eg France etc etc - most of the aforementioned is everyday stuff if you have a CIR.
  18. peterg
    Electrically operated flaps & trim take very little space in an already compact environment and likely reduce empty weight in most installations compared to the manual version - a couple of things designers are acutely aware of when designing aircraft with weight limitations
  19. peterg
    And the source for information is ... ???
  20. peterg
    I'm thinking a lot of you guys wouldn't enjoy ridge soaring or thermalling in a gaggle in a glider - neither of these activities is inherently unsafe or lead to disaster if done properly and common sense prevails. What we're talking about in this thread is a pilot who is experienced (flys big stuff) who has demonstrated a lack of common sense which he and his pax are usually protected from by virtue of controls/systems/redundancy.
  21. peterg
    Only the instructor?? As we drift off topic ... "Ultralight crash north of Grafton" ... when I learnt to fly "Low Flying" was item 20 of the "Sequence of Flying Instruction" and below 500' & clear of cloud is sometimes used after an instrument approach (not so much now with RNAV) while manoeuvring to land. Many years ago I had the unique experience of seeing the altimeter wind below zero while cleared to fly VFR Amman to Aqaba over the Dead Sea. Back to topic - Ag pilots are trained and are clear about the risks and so are aerobatic display pilots and the military - most others aren't and with disturbing regularity come to grief - punishment is a poor deterrent - risk training as part of the basic syllabus backed up with some graphic footage may help
  22. peterg
    If you want good info (not opinions) about landing/takeoff in areas not specifically designed for that purpose go to those with lots of practical experience - glider pilots. Gliding training info has very good info based on experience and research about outlandings (and retrieval) - eg canola (stubble OK) and cotton can be a shocker for gliders and other A/C (nose over), SWER lines are a killer, horses are unpredictable and should be avoided etc
  23. peterg
    I'll take a punt - ZERO or close to (by AUF I presume Thrusters, Drifters or similar), NO, NO I presume you (New) are sick of the BS like a lot of us. Some of the "legal" crap makes me grind my teeth.
  24. peterg
    Brain & Brown had them - their hangar was next to Flinders Island Airlines ( 2 x B18 & others)
  25. peterg
    Not so sure about the wheelbarrowing - the PA-28 had a secret weapon which could be used when near the desired touch-down point - the "handbrake"/extra flap - very good for spot landings and, for me, a very easy aircraft to land well most of the time.
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