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kgwilson

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Everything posted by kgwilson

  1. kgwilson
    The training under the hood consists of a continuous scan of the instruments to determine how to correct any change in speed, attitude etc. The instructor will deliberately throw the aircraft in different directions and attitudes trying to confuse you and then say "Your aircraft". You then have to get it flying S&L as quickly as possible without stalling. I remember once he said "That was good when I handed over we were going straight up". I had no idea other than I knew I had to get back to S&L. It should be part of the RA syllabus even if angles and unusual attitudes are not as severe. That training served me well about 30 years ago.
  2. kgwilson
    Most Cessnas i've flown have enough instruments to keep you S&L. The 5 hours under the hood for PPL is the best training you can get to prepare for an inadvertent VMC to IMC situation. The compass will keep you pointed in one direction, The VSI will allow you to stay at the same altitude, The turn co-ordinator/ balance ball will allow you to keep S&L in balanced flight. These are the minimums. An AH is better for everything except direction. The problem is without this training which includes recovery from unusual attitudes plus retention of the skills, encountering it for the first time can cause panic and all the knowledge goes out the window & you have the classic 178 seconds to live.
  3. kgwilson
    A friend did his RPC to RPL conversion at Caboolture & they wouldn't issue it till he got the ASIC. AFAIK Caboolture is not security controlled.
  4. kgwilson
    It is a pathetic solution looking for a problem & has spawned a whole industry of issuers & you cannot be issued with any GA licence without it. There is no other country on the planet that has such a system
  5. kgwilson
    No I don't think you need anything more than I had. I had no IFR training just 5 hours under the hood with recovery from some very weird AOA scenarios with all steam gauges. Just keep scanning DI (compass), VSI, AH, ASI & engine handling stuff as normal. It is different for every individual but if I'd failed this part I would not have got my PPL. Worked for me & I had 3 passengers at the time. The problem is there is nothing like this in the RA syllabus. No spin (or incipient spin) training either.
  6. kgwilson
    If it was Spatial Disorientation it is well known that pilots disbelieve what their instruments are telling them because their mind is saying "No I am S&L". I once got sucked up into the base of a CU in my hang glider & got spat out the side. I thought I was S&L but was almost 90 deg to the horizon when in the clear. I also flew deliberately in to IMC in My Archer 2 about 30 years ago as I was in a valley surrounded by hills with tops in the cloud and no safe landing area. I set my original heading & climbed, eyes glued to the panel and saying to myself continually "believe the Instruments". I came out the top at over 9500 feet. I continually had to fight the urge to turn. The 5 hours under the hood was some of the best spent time while training for my PPL.
  7. kgwilson
    Top up to the full mark & your oil catch bottle will get most of it. Best to top up to about 3/4 of the way up the knurled section of the dipstick (for the 3300 6 cyl). My Gen 3 3300 drops about 3mm on the dipstick between changes every 25 hours with no top ups required.
  8. kgwilson
    The evidence shows the oil is getting in but not out. I can't see what Avgas/Mogas has to do with it. Most Jabs I know (Gen 1 to 4) run exclusively on Mogas (Automotive petrol 98 RON). Plugs will always appear black but I've never known them to foul. Avgas on the other hand can lead to lead deposits on the piston crown, head & plugs. There would appear to be a problem with the oil return & if this is via the pushrod tubes & the pressure builds up it will find its way into the combustion chamber, new guides or not & will be worse at idle RPM. Find the oil return blockage and job done.
  9. kgwilson
    That is expensive. The hangar owners association lease our aerodrome from Crown Lands & the lease per hangar for the current financial year is $1,680.00, or $140.00 a month. That includes rates, PL insurance, maintenance, admin etc with all work done by us volunteers other than contractors for runway sealing, earthworks etc.
  10. kgwilson
    I have just finished reading the report. It is as damning as it is eye opening. The lies and cover ups & the one person who tried to tell the truth was silenced. My summation of the pilot being over confident and lacking knowledge and judgement were proven correct but he had not been advised not to fly that day as had originally been suggested, he just went and did it surprising the 2 experienced pilots who were there to witness the takeoff. As most of us suspected he should never have been issued an RPC and even worse an XC endorsement on the basis of his prior knowledge & experience & several RA-Aus senior staff are culpable, though only 1 remains at the helm. CASA needs to pull the place apart. How this even was allowed to happen shows a serious lack of professionalism and reliance on bad recommendations from a CFI that by all prior accounts had a good reputation. I feel sorry for his partner only being awarded a third of her costs given it was her determination that exposed the lies and cover ups. The lawyers are the only winners as is almost always the case anyway.
  11. kgwilson
    There certainly is XC endorsements for hang gliding & paragliders have traveled long distances. The performance envelope is the issue. Only in good weather and flying down wind in ridge lift or between thermals.
  12. kgwilson
    200 hours in a paraglider, an hour in a c172 many years earlier & only 4 flights in a Jabiru in no way provides anywhere near enough experience to make cross country navigation flights and especially in poor conditions and mountainous terrain. You cannot fly a paraglider in strong wind conditions, they will only fly backwards and you need lift either from thermals or rising air moving over sloped ground like ridge lift. Modern paragliders are probably faster that the one I flew back in the 90s but they were developed from ram air parachutes with many of the same problems such as no rigid structure. I believe the latest competition paragliders have an L/D of up to 13:1 which is pretty impressive given most recreational aircraft are around 9-10:1. The difference of course is airspeed at best glide which is typically around 20knots compared to 70 knots for a J230. So he had only flown paragliders in good weather which given their performance envelope is a wise decision. It may be that the large difference to the J230 clouded his judgement to overestimate his and the aircrafts capabilities. Failing to heed warnings from experienced pilots on the day displayed poor judgement or overconfidence and probably a bit of both.
  13. kgwilson
    The history of this fatal crash shows RA-Aus in a vary poor light. Jill Bailey realised she had stuffed up and was stood down for a week but then the cover ups began. I had 200 hours hang gliding experience & a lot of weather knowledge when I started my PPL. None of this was considered at all though I taught my instructors a few things, my prior learning helped me a lot & I found the exams easy. That said the attitude of the pilot is always a factor and as I understand it he was advised not to fly in such poor conditions but ignored the advice.
  14. kgwilson
    There is no problem with the fuel itself as Cirrus approved it originally & anyway it is used in lycoming engines. After doing the latest check which noted some paint damage around the drainage sump of a single Cirrus, this was confirmed as a maintenance issue and there were no safety of flight issues. A G100 developer employee and Cirrus owner has been using the fuel for 15 years with no engine or paint issues. It all sounds like an attempt to get some money out of GAMI with the Cirrus owner failing to wipe off spilt fuel.
  15. kgwilson
    Winter in the Arctic, bad weather. Not conducive to good flying conditions and even if they had managed to survive with injuries the cold would limit survival time.
  16. kgwilson
    No new surprises or information in update 3 except that it is time that this military route should be stopped. The separation is far too small and a small error can and has lead to disaster.
  17. kgwilson
    I'd say the Blackhawk altitude on the transcript probably came from ADSB received data as it was available almost immediately after the collision. This will need to be corroborated with data from the FDR. Information from both FDRs will provide a much clearer picture of the whole event.
  18. kgwilson
    The Bolly hubs are precision CNC formed, gold anodised Duralite and the blades are micron perfect fit. Every bit of hardware down to the washers is fully documented, with batch numbers, weights etc as of course it should be. They are quality products locally manufactured and are up there with the best in the world. They all come with detailed instructions & charts on assembly, installation, balancing, pitch adjustment etc. There are not many Australian manufacturers left that I can say that about them.
  19. kgwilson
    I still have a wooden prop for my 6cy Jab engined aircraft but it isn't a patch on the ground adjustable 2 blade Bolly Bos 5 I have installed now. The Bolly is lighter far more chip resistant and tunable to they type of flying I do. It has several weaves of carbon fibre and reinforced with glass strands and kevlar with a toughened replaceable leading edge.
  20. kgwilson
    Quite a few holes lined up in the Swiss cheese model. Late change of runway for the RJ to a much shorter runway requiring a right turn before left hand line up. Vertical separation was only 300 feet maximum & the Blackhawk was above the maximum allowed 200 feet at 300 feet while the RJ was descending from 500 feet. Blackhawk was on a different frequency & couldn't hear the RJ. Blackhawk confirmed visual of the RJ exonerating ATC. Blackhawk confirmed it would pass behind RJ. Aircraft & City lights tend to blend in to one another. Blackhawk pilot may have been using NVG & if so had no real depth perception & could have identified another aircraft behind the RJ thinking it was the RJ. TCAS is disabled below 1000 feet & no aural warnings below 500 feet. That's 8 identified by Juan Browne and there could be more but all those factors add up to a recipe for disaster.
  21. kgwilson
    It was TIC hence the laughing emojo
  22. kgwilson
    So if your plane is painted, don't fly during the day and if it is made of metal don't fly it in high humidity fog, mist or rain. Keep it in the hangar and never let it out. Then you can just let it waste away from creeping corrosion, dust, dirt bugs, rats etc.😀
  23. kgwilson
    Who cares? It all seems like marketing hype to me. So MOGAS is anything that isn't AVGAS.
  24. kgwilson
    I used a Dulux Industrial 2 pack to paint my aluminium & fibreglass aircraft when I built in in 2015. The paint still looks as good as the day it was done & I've never polished it, just wash it with a car wash & wax.
  25. kgwilson
    The airstrip near Macksville is to the West of the Pacific Highway and if you know where to look you could see it as you drove past. It is a private airstrip. It is over 10 years since I had any knowledge of it so it may no longer be there. No idea about Nambucca. There is another private strip near South West Rocks.
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