kgwilson

I guess as my next new purchase after a bit of a gap was a Bandit. One of the great 30 percenters.

I flew quite a few Cohen competition gliders.(Hand me downs) they went like the clappers but handled like greased pigs.

Headlands Hotel on south coast. overshot landing area thru car park clipped 'keep left' sign on pole ended up in drive thru. bought 6 pak.

(Looking back, I realised that this was all a result of some very poor decision making and circuit planning occasioned, as I later realised, by dehydration)

 

RD

I presume you were suitably re-hydrated at the nearest watering hole after that effort.

 

When you fly a hang glider they are all unstoppable except those landing back on top. I had one of those downhill slope problems. The paddock looked flat but wasn't. Couldn't get the B***** down, just snuck over the barbed wire fence at the end & hit the trees at the end of the next paddock. Wounded pride only.

Having watched that video multiple times, I'm inclined to believe his claim that the elevator jammed.

I tend to agree. The approach slope looked OK but the aircraft attitude was quite nose down as you could see the top of the wing. It sounded like he hit the throttle for a couple of seconds after the bounce & then closed it completely so without any ability to flare he hit the deck fairly hard. It looked almost like a 3 pointer although the nose wheel could have contacted first. The nose wheel assembly didn't seem that strong. Maybe something broke/bent at the first bounce.

 

It's easy to say from the sideline but if he had an elevator problem once applying power he should have kept it on & gone around as he seemed to be able to fly it OK. If he had elevator control after the bounce he should have held it & let ground effect assist with the second landing.

 

Been there done that.

 

Kevin

 

A PPL is recognised internationaly.

PPL is only recognised to a point. You normally have to sit the Law exam and do a flight test with an instructor as a minimum to fly solo. Different countries different rules.

 

Agree with cficare. Lots to learn but fascinating & enjoyable. A good tutor is a bonus & always ask questions if you don't understand anything no matter how trivial you may think it is.

Good luck

Kevin

Right on.

In the news reader is an article from Gizmodo Australia entitled "The Concorde took its first flight to failure 25 years ago".

Where did they get that from? :thumb_down:Prototype 001 (F-WTSS) first flew on 2 March 1969 & 002 (G-BSST) on 9 April 1969. That is over 41 years ago. Even the pre-production versions 01 (G-AXDN) and 02 (F-WTSA) flew on 17 December 1971 and 10 January 1973 respectively. Full production standard Concordes began in 1974 and that is over 36 years ago. In all 16 production Concordes were built plus the 4 prototype and pre-production aircraft. Initial orders were 6 for Air France & 7 for BOAC.

Camilla bought a new pair of shoes for her wedding which got increasingly tighter & tighter as the day went on.

That night after the festivities were finally over, she & Charles had retired to their room at the palace.

Camilla flopped on the bed and said 'Please remove my shoes darling, ones feet are killing one.'

Ever obedient, the Prince of Wales attacked her right shoe with vigour

But it would not budge.

'Harder' yelled Camilla.

'Harder?' Charles yelled back, 'I'm trying darling! But it's just so bloody tight!'

'Come on give it all you've got.' she cried.

Finally when it released, Charles let out a big groan, and Camilla exclaimed 'Oh God, that feels so good.'

In their bedroom next door The Queen turned to Prince Phillip and said, 'See, I told you she would still be a virgin with a face like that!'

Meanwhile back in the other bedroom Charles was attempting to remove the other shoe when he cried out 'Oh god, darling this ones even tighter'

At which point Prince Phillip turned and said to the Queen: 'That's my boy, Once a Navy man, always a Navy man!'

:thumb_up:

John is a keen Trout Fly fisherman as I recall so he has gone to a better place. Also normally greener than round here but not at the moment (once you wash the mud off).

Good Advice

I saw a for sale advert for Skyfox Gazelle 24-3184 in the December magazine & noted that Skyfox Flight Training has closed down. I did my PPL-RAAus conversion training in this aircraft and found the guys at the school very friendly and helpful & they always seemed busy.

The phone is disconnected & the website has gone but they are still advertised on other sites including RAAus.

It seems such a pity given the Caloundra Aerodrome has been given a future. I also notice that Freeflying Emerald now has a Gazelle on line.

Does anyone know what happened here?

Kevin

The Viking website says the Jab 3300 & the Viking HF-110 weigh the same (178 lbs).

I have always called the manufacturers name and callsign & this is what was taught when I did my FRTO quals. It would be "Cessna ABC "or "Piper ABC" & not "Cessna 172R ABC" or "Piper Cherokee Archer 2 ABC". I have once been requested by ATC to specify the type (172) when there was a C185 & a C152 requesting entry to the control zone at about the same time.

Morgan Sierra sounds good and doesn't take any extra time to say but certainly clarifies what you are but I suspect most observers would not be able to tell the difference between a Cheetah & a Sierra until up close & personal.

Kevin

Tommo posted the T/O & Landing sequence of 7468 at Monto on youtube. His very positive post also created a lot of comment on the Sierras performance much of which was from very active members of this site who were quite uncomplimentary mostly relating to the stall speed claims. While these have been revised upward the indicated stall is pretty much spot on and this is what most pilots who actually fly go by.

The science may be right but you have to get your bum on the seat & experience the real performance of the Sierra before you can begin any credible criticism.

By the way the youtube sequence is

Kevin

It was set up by "Disperse" but the link is no longer valid now. I think there were too many problems with the size of the file & the audio was not so good.

Kevin

Garry provided the same courtesy for me as well. I also seem to remember someone putting it on a web site. The link was posted on one of the forums. I'll check it out & advise.

Kevin

Boy what a day so far. 200mm of rain last night, pool full of mud due to drains not coping & getting clogged with leaf litter & sand & so the big cleanup. I'd sooner be flying or Sierra building or telling lies about flying than all of that.

I agree flaps are preferable to sideslipping for a steep approach especially when its crosswind or just plain rough. Garry doesn't reckon they're needed though. Most of my GA flying was done using them. I did like the handbrake style of the Archer (manual but very positive) & often used 2 notches when fully loaded on takeoff on short grass strips, not to mention landing. This was in NZ & the grass was invariably green & often needed a mow. Hey Queensland is like that now & currently floats would be a definite advantage.

On my 2 flights in the Sierra so far I found getting her down the quite interesting. 65 knots in the approach seemed so slow after tearing about at 130 knots. I asked Garry in the flight in 7468 "How much flap should I use" & he flicked the switch & said "that's about right" so I said "is that about 10 degrees" & he said "Dunno look out the window, it's probably about that". Then the landing with the ASI only reading around 25 knots I was amazed.

What colour scheme have you chosen? WWII camouflage sounds good especially with the canons installed.

Cheers

Kevin

Excellent choice :clap2:as you can see from my Avatar. Mine too but I will be building a 100 from a kit probably starting in April if the rain ever stops & I manage to actually move to my new place at Corindi Beach.

I have been flying for over 30 years & trained on high wing (C150 & C172) but after moving on to the PA 28 181 Cherokee Archer, have been a convert to low wing ever since although have flown both types over that time-frame.

With the straight & level nose down attitude of the Sierra, visibility is superb and in turns unbeatable. Brilliant performance, great handling with thumb & forefinger lightweight controls, superb low speed handling and excellent stall warning buffet, the strength of the airframe, derig to a trailer in 10 minutes etc etc gets my vote every time.

There are many doubters out in RFland as to Jab 3300 engines most of whom don't own one, though there are many more who do, but say nothing and rarely have problems. I will be installing a 3300.

Did you fly 5172, or 7468 with flaps & are you getting flaps installed? I am still undecided on this as flaps really only provide a steeper approach but the disc brakes on 7468 provide real stopping power.

A bit like you I dreamed of flying a spitfire as a kid & maybe this was part of my becoming a Sierra convert. Most likely once I get flying I will be based out of South Grafton or perhaps Coffs & I am sure we will catch up somewhere.

Kevin

Oxford University researchers have discovered the heaviest element yet known to science. The new element, Governmentium (symbol=Gv), has one neutron, 25 assistant neutrons, 88 deputy neutrons and 198 assistant deputy neutrons, giving it an atomic mass of 312.

These 312 particles are held together by forces called morons, which are surrounded by vast

quantities of lepton-like particles called pillocks. Since Governmentium has no electrons, it is inert.

However, it can be detected, because it impedes every reaction with which it comes into contact.

A tiny amount of Governmentium can cause a reaction that would normally take less than a second, to take from 4 days to 4 years to complete. Governmentium has a normal half-life of 2 to 6 years. It does not decay, but instead undergoes a reorganisation in which a portion of the assistant neutrons and deputy neutrons exchange places.

In fact, Governmentium’s mass will actually increase over time, since each reorganisation will cause

more morons to become neutrons, forming isodopes. This characteristic of moron promotion leads

some scientists to believe that Governmentium is formed whenever morons reach a critical

concentration. This hypothetical quantity is referred to as a critical morass. When catalysed with

money, Governmentium becomes Administratium (symbol=Ad), an element that radiates just as

much energy as Governmentium, since it has half as many pillocks but twice as many morons.

AVIATION RULES AND REMINDERS

* Takeoff's are optional.. Landings are mandatory.

* If you push the stick forward, the houses get bigger, if you pull the stick back they get smaller. Unless you keep pulling the stick back...then they get bigger again.

* Flying is not dangerous; crashing is dangerous.

* The propeller is just a big fan in the front of the plane to keep the pilot cool. Want proof? Make it stop; then watch the pilot break out into a sweat.

* The only time you have too much fuel is when you're on fire.

* Every one already knows the definition of a 'good' landing is one from which you can walk away.. But very few know the definition of a 'great landing.' It's one after which you can use the airplane another time.

* The probability of survival is equal to the angle of arrival.

* A helicopter is a collection of rotating parts going round and round and reciprocating parts going up and down -- all of them trying to become random in motion. Helicopters can't really fly -- they're just so ugly that the earth immediately repels them.

* Learn from the mistakes of others. You won't live long enough to make all of them yourself.

* There are three simple rules for making a smooth landing: Unfortunately, no one knows what they are.

* The only thing worse than a captain who never flew as co-pilot is a co-pilot who once was a captain.

* It's easy to make a small fortune in aviation. You start with a large fortune.

Standing on a sheer cliff scares the crap out of me. I even get giddy in thick socks. Standing on that sheer cliff strapped into the harness of a hang glider, the feeling was all excitement and anticipation. The height never came into it as I never considered I was going to fall. Same in any aircraft. It all seems to me to be about the perception of security. If I feel secure then there is no issue.

Apart from that, unless you get up there you can't enjoy the view

Cheers

Kevin