Ultralights

as the saying goes, you have not finished flying until the aircraft is in the hangar!

good morning, with Christmas approaching, I am planning on a holiday to hat head again, but this time I would love to explore the area from the air, and so, I am asking is there anyone at kempsey or port macquarie that I ccan hire a jabiru lsa, or j230, or even a j170 from. Come to think of it, no reason it can't be a tecnam golf or echo

Wedderburn is a difficult strip, it slopes up to the south 3 deg. and is surrounded on all sides by large tracts of forest, so in any sign of a breeze, you get quite severe rotor turbulence over the strip. and with the decent slope, it will require a take off with a good tail wind, or it has to be a decent wind to take off up slope.

being surrounded entirely by forest, if you do get into trouble, there are simply no options, except maybe a BRS chute.

once the CTA endo comes into action, only then will our students be able to solo in CTA. so again, its a race against time(casa)

the student solo flights are still in a bit of a grey area, and CASA are on the case, (so not much real hope of it being sorted anytime soon) i think solo students might get some dispensation if they are trained in the CTA environment and are familiar with the radio procedures? but dont quote me on that.. to be honest, im not real sure, ill find out tomorrow.

On a side note, with lack of fuel at Hoxton, we might need to stopover at Camden to refuel before continuing on our navex's!

in a few weeks, or when the new hangar is finally finished, we will be moving to Bankstown. only the driveway, and concrete connecting the hangar apron to the taxiway need to be poured, and its complete, as for training RAAus in CTA, Ash, myself and all other instructors are GA licenced. must admit though, i am looking forward to it! all we have to do now is show the GA community, in their heartland(YSBK) just how professional RAaus pilots can be.. not to mention showing them up with our superior performance aircraft! :thumb_up:

Just got my updated charts, ERSA etc, only to find YHOX is no longer listed, not in ERSA, or on any charts...

now, my question, with regards to the Hoxton special procedures, and the mandatory 4 legs of the circuit, as YHOX is no longer listed anywhere, neither are it special procedures, so, as i understand it, it is now a standard CTAF with appropriate standard CTAF rules, such as Straight in approaches are permissible, as is joining circuit on downwind etc, no longer are we required to fly the 4 legs, joining midfield crosswind.....would this be a correct line of thinking?

espacially as the closure of YHOX has been delayed thurther, possibly until march 09,

oh, except today, the BP bowswer was removed! so bring ya jerry cans!

with CASA and Airservices totally ignoring the govt, and with banks doing as they please with interest rates now, does this govt have any control at all?

opps, sorry for the thread drift, after the fiasco with my first ASIC application, i refuse to hold one, i dont want to give Dotars or whoever they are one red cent. i applied for my first ASIC, sent the payment, by the time i recieved it 18 Months later, it also included the renewal invoice!! for 18 months i never even had my ASIC! not only that, i have Departent of defence Secret level clearance, and a QANTAS SIC for Syd airport, but none of this was good enough for DOTARS!

wouldnt exactly call it an Airbus specific AD, a Roller AD, yes, Airbus no. come to think of it, the amount i earned fixing the old Trent and RB211's far eclipsed the amount we earned on the General electric CF series.

when the parts arrive? when i used to work there, the parts would have been in stock, we held enough spares to almost built 2 entire aircraft, and it wasnt uncommon to totally build a new engine cowl using nothing but spare parts! in my old workshop we had at least 5 serviceable radomes sitting there in case of emergency, talking to mates still there, the company has no catalogue of spares left.. hence the more common and longer delays when things do fail.

over payed airline pilots

might be birdstrike that cause it, but all that damage is consistant with a very hard landing! one where the speed was to low, resulting in the tailstrike and hard impact with the runway, weather this was a result of engine failure after the bird ingestion, or pilots being distracted. who knows.

Real planes have four engines, 6 toilets, weigh a hundred tonnes and has a Hostie to bring you coffee. lo

how about submitting the story to the RAAus monthly magazine!

if the alloy is not working, but steel is, you can try a harder grade alloy. 2024 is a soft alloy, yet its most common, 70 and 60 series is harder, yet more brittle.

i was thinking the same thing, keep on 1 type until you have learnt to fly, only once flying becomes almost second nature, and you no longer have to put so much concentration into the hands on flying, then you might consider a second type.

bonding and rivetting a small bit of aluminium plate over the fibreglass of the offending bit of duct and then drilling a hole in the right spot for the retaining nut.

we have a pair i bought in our jabiru, in the training environment, it works very well, definitely value for money, i cant detect any difference between the 250, and my old DC's though my old DC's are 18 yrs old!

Hmmmm Piper Tripacer!

Hmmmm Piper Tripacer!

what Ian said, just a whiz wheel, protractor, and rule, and of course, current charts and ERSA. oh, and you can also cheat a little by downloading the current ERSA pages from the Airservices website free of charge, which is handy if the new ERSA update is a month or so away.

get the biggest whiz wheel you can. it will make calculations a bit easier, and your results will be more accurate. though keep in mind, it still has to be small enough to use in flight.

hmmmm Cessna 150 Aerobat....

hmmmm Cessna 150 Aerobat....