Tomo

Couldn't answer correctly with the slip thing Merv, I just asked can these things slip, and yes was the answer, mind you it was a pretty mild slip. I believe it isn't recommended, will have to find out next time.

 

As for the mixture, yes it was... I did look at her funny like and she did put it back in after a bit. Then we just used throttle idle. It took ages from 3000ft to get down, was crazy. The air was so dense we were only descending at about 300ft min.

 

 

Good on ya Tommo, when you say reccommendation for the test do you mean the GFPT or the actual PPL test?

PPL test I'm assuming - as he said I could do some solo circuits next time if need be. Not sure what is involved in getting a GFPT, some don't even get it, but I believe I will need to if I'm going to do some solo stuff.

 

I'm just going with the flow at the moment, as I don't really know what is next, I want to do it properly and learn as much as possible, so shortcutting something to be quicker I prefer not to. And Bryan's standard is pretty high, so I'm just leaving it up to him.

 

I had a lot of fun with them so I don't think I'll be wishing my time shorter - though it does cost a bit!!

 

My goal is to get both Bryan and Tash into a Drifter sometime.... ;)

 

 

I've been asked by a few about how my GA conversion is going - so I thought I should start a thread listing my progress.

 

Day 1

 

Rock up at ADFA (Aerodynamic flight Academy) at Caboolture Saturday morning (3rd July). And met up with one of my Instructors for the first time (Natasha). Was instantly at ease with her style - A Kiwi btw!

 

We went through and discussed what I want and what I've done etc etc... and was soon out pre-flighting the Cessna 172. Nothing really new there and all pretty standard stuff.

 

Bundled in and got set up, and spent a few minutes going over where everything was, and learning how the ancient looking radio's work...

 

Primed up the fuel, and eventually the Lyc realized that our intention certainly was for it to run, so the procrastinating bit stopped and it started.

 

Warmed up and taxied off to our runway, doing the runups (pretty much all the same). And pre-take off checks, lined up and power in. Was surprised I didn't need much, if any at all rudder on take off. Another surprising thing is all you now see is the dashboard and nothing much else other than blue...!

 

Headed out to Bribie Island and climbed to 3000ft, HASEL checks etc and power off for the first of a bout of stalls, power, flapped, clean, stalls, all pretty standard stuff, all is happy there. Steep turns... nothing much happens there either. All good. Then she goes and pulls the mixture out on me! Ok, no engine, Landing spot over there, run through the analyses checks together, pretend mayday call etc... we fly around for a bit trying to loose height and I eventually had us on final for my landing spot, going to overshoot a tad, so put a side slip on, very nice was what I was told... ok that's good, power back on and climb to 500ft and headed over to a low level flying area, where we dropped down to 100ft and did some low flying, slowed up a bit and some turns both ways, power/speed management etc...

 

Climbed back up to 1500ft and made an inbound Caboolture call including my eta to which she responded with, ''very nice''.

 

Joined circuit and set us up for my very first landing in this Cessna, hit some major sink on final so a bit of power to maintain height, flared and made my first landing, was firm but we were both happy, took off and around we went this time everything much better as I'd seen what sort of angles were needed, bit higher on final this time to compensate for the sink, (noticed she only had one finger on the control yoke this time and feet off rudders!) Flared... was ok, but I new I could do better. Around we went and this time on late finals I looked over and she had crossed arms! Absolutely nailed it this time, (If I'm allowed to say so!) hardly felt the wheels touch and everything felt right. Took off again, and she said one more like that and we can go in. Around we went and I managed one not as good as the last, but it was still good she said. Evacuated the runway and went to our tie down position.

 

De briefed. She said there are a few things that need a bit of attention (I don't think she liked me doing a glide approach ;) ) But she said that with-in the short flight and only 4 landings how much I improved each time was very good, so that was pretty promising to hear.

 

She left, and I was with Bryan then, sat me BAK exam and got 92% or something, so that was nice. We then went through what I will have to do, like 2hrs IF time (might do some on the sim) and a nav using radio aids. Another lesson on short field take/off landings and some more engine failure stuff. And a few other bits and pieces including a recommendation flight for the test. Will do the CTA as well sometime.

 

So I'm pretty happy, it's progressing pretty well, still a fair bit to do, but it's done in a very great atmosphere and is fun. I really did have a ball flying with Tash, and Bryan is great fun.

 

So Hopefully next time we nock over a lot of that. Unfortunately I'm away for 2 weeks, so will be a bit before the next one!

 

 

Saturday at Caboolture.

 

Just some of the aircraft sitting around, P51 Mustang looks nice sitting out, the Cessnas are some of the various ones I'm flying. (not all there when I had my camera out)

 

Also saw quite a few Parachute drops on the field, didn't have my camera out unfortunately, but certainly a variety of flying objects about. Including gliders everywhere.

 

Helicopter doing Auto rotations above the field was pretty cool to watch.

 

Neil took me for a fly in the Tecnam Echo, thanks for letting me drive. Interesting aircraft, and very forgiving. Photos around the Glass house mountains.

 

The De Havilland DHA-3 MK 3 (built in 1952 I believe) turned up after lunch, Its last ever flight someone said. A very tidy aircraft used in the RFDS Queensland section.

 

Hope you like them.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

...none other but the wizard of Oz, from back in 196 forz...

 

 

Onya mate, A great feeling indeed. :thumb_up:

 

 

Congratulations on your solo mate! great work. :thumb_up:

 

 

Sorry guys, but I do have to agree with Bill in that we tend to cause a lot of grief to others at times, or being to critical maybe.

 

When I first read the story I felt for the guy looking at the aircraft, I also felt for the seller. I haven't a clue who the seller is, and don't know his mentality. But for what it's worth -

 

*A private add (I believe)

 

*He was told from the engine recon place (Flood's) that it was ok. Pulled down and checked out, (within new tolerances)

 

*He was forth coming with information when asked, not all of us are lawyers/solicitors so have trouble making everything we write for the learnered generation.

 

Aircraft advertised with 270 hrs TT ( changed slightly to avoid identification )

When wanting to confirm the motor was 270 hrs from new I was told it had a " Floods Overhaul " 270 hrs ago , no probs.

I don't know about you, but I don't think I'd get a new engine overhauled. So if he asked about the hrs, and he said it had done 270 hrs TT since overhaul, I (myself) would automatically think it has done a lot more hrs, or isn't a new engine (from new) for that matter. Sure it wasn't stated in the add, but I guess that is why they supply their contact details?

 

Took one heck of a long time to kick over this morning , eventually got running and sounded pretty good , so off on the test flight , Taxi out , check Hobbs Meter , not moving !!

Finished flight , pretty good , Quized re Hobbs , was told that it is configured to START COUNTING AT 60 KTS !! So it does not cut in until flight as he only wants to record " Flying Hours " So all the hours spent taxiing , warming up are not recorded ( surely this is not normal ??? )

At least this chap is honest, he didn't "pre-warm" the engine so when the buyer turned up it sounded all rosy and started first pop. In a general worldly consensus it is easy to look down on a person just because it took a bit to start - there is usually a pretty simple reason for that. (like I said I'd certainly give the guy credit for waiting till the buyer turned up before he did anything)

 

The airswitch is a common thing - as has been fully covered I believe. In my personal opinion he should have one for the engine also, but it is a registered aircraft, It has to pass an approval for all registration purposes, so it must have been deemed ok. (you'd think!)

 

Best of all when I asked what parts were replaced in the overhaul and could I view the invoice , I was told it was actually an " inspection " and as all was in good condition

the engine was re assembled with no new parts required !!

 

So I asked where he sourced the engine and he advised that he bought it second hand and it had done " about 1100 hrs " when he bought it ! To me that means the engine has done about 1370 hrs NOT 270 Total Time !!

I'm a mechanic, and have pulled down many an engine - and at times some components were still within high running tolerance so you don't replace them. You could, but there is no point, really.

 

Once we finish the rebuild, that engine/whatever is now deemed fully reconditioned. In other words "It is all within 'new' tolerances". Even if some parts weren't replaced.

 

Like I said, if the guy has openly stated when asked about the hrs and said it was from overhaul, it implies that it certainly isn't 270 TT from "out of the box" (so to speak).

 

Not going against you Bacchus, you were asking genuine questions, and I hope you've had them answered. But like Bill and some others, I think we could be giving the seller a bit of a hard time for something that really isn't as big an issue as you may think.

 

Is it?! ;)

 

 

Great to hear Rach, good on you. :thumb_up:

 

 

:wasnt me:dark dont do it:sorry::ah_oh::ah_oh:neil

It's how she gets her spare flying money. ;)

 

 

Thanks a lot for that T4, very interesting.

 

As you may have guessed I fly the J120 on a regular basis here in Australia - just a little south west of Bundaberg where they are built.

 

It performs very well in my opinion - definitely a Jabiru special.

 

They certainly do float a bit, I guess it would be a little more with the larger wings also, just don't go over a 65kt approach or it will take forever to land.

 

Welcome along also, great to have you. Hope you enjoy the place. :thumb_up:

 

 

How does it perform with the 430 wings?

 

 

Keep this in mind, looks like a great event.

 

Queensland Air Museum - Open cockpit weekend

 

 

Great pics Tomo.Tell the guy in the red hot-rod, he needs a boot-full of right rudder,and quickly.

I stole the pictures from Dunlop, so give the credit to him otherwise I might get in trouble. ;)

 

"Caution, Vehicle frequently slideways"

 

 

Couldn't help you with prices, but if you contact Jabiru I'm sure they could tell you.

 

I take it your honing out the bores/barrels?

 

 

Shags I keep telling Tomo to come over and I'll take him up in one of or Echo's- one go and he'll forget going to GA!;)

I might have to do that Neil, if I have time on Saturday I'll give you a yell. I'll be over to say G'day anyway if you're going to be around.

 

Once you've flown something with a Turboprop.... it's very hard to back down!

 

 

 

 

 

 

 

 

 

 

 

 

 

 

You're good quality Bill, I enjoy your posts.

 

 

An earth moving contractor just recently lost a Dump truck into an Effluent pond at a feedlot, 10ft under it was... totally submerged.

 

They rang us up to ask about how they could get it out, so we told them where the lifting points were, and how to do this and that etc... But guess what!

 

You can't see the truck due to the nature of the pond... and someone had to go down there and hook up the lifting ropes. I didn't hear how they ended up getting that done, but I believe a diver came in to do it. Now how about that, diving into an effluent pond, and feeling your way around as well :yuk:

 

 

Congrats Bacchus

 

Take care and have fun, I do like the look of the T tail on Allegro's :thumb_up:

 

 

Yes, they are difficult to master (unless your a legend like Tomo).All the makes of jab have there own special little quirks.

The main issue I have found when converting people to them, is the secondary effects of aileron. In the 160 at low airspeed ie, on final, the secondary effects are nothing short of chronic. Only out done (IMHO) by the 170. It requires precise co-ordination of rudder and aileron, but, theres a catch. The controls are not what we'd call well balanced. ie, the amount of pressure required on the rudder compared to aileron varies for each phase of flight, and also varies between aircraft of the same model.

 

Really pinning the speed on final helps with the hold off. A few knotts either side of 65 over the fence will cause you dramas somewhere down the track.

 

Full flap helps with the tendancy to float, and back pressure on the controls after touchdown should help sort out the squirliness.

 

The other thing to remember is the cockpit layout is rather different from the teccy. Opposite hands and all, which is no big drama, but certainly something to get used to at first.

I'm definitely no legend Motz... gotta get that outa your head

 

I give it a go.... anyway.

 

Turbo is quite correct though, funnily enough I haven't flown a 160 yet, done the old SP's 200, 230, and 120. Out of all them, the 230 is the so called 'easiest' to land, 120 I reckon cruises true as a die (well the one I fly does) but you gotta do exactly what Motz describes above otherwise your looking at a little more mucking around.

 

Jabiru's are pretty unforgiving, even if they don't stall properly, they still can bite.

 

The Teccy is one I haven't flown yet, might do it on the weekend if I can, will be over a YCAB flying the Cessna on Saturday.

 

Oh yes, the Savvy does fly very nicely, and is... surprisingly easy!

 

 

Hard?? I find them quite easy Sorry!

 

What did you find hard about them? I am genuinely interested, because you hear this a lot.

 

One thing that gets a lot of people is the hold off, Patience is the key to success in them.

 

 

Terrific, certainly not a second spare to scratch yourself! :thumb_up:

 

 

What's da issue?

 

Remember it only feels like a downing if there is a difference of opinion! ;)

 

What I'm interested in, what defines our "Ultralight" or "Recreational" type aircraft now? I'm GA in a small sense, which is still recreational to me at this stage also?

 

Saying this is a only Recreational forum, is like trying to say "we have different rules''. Which I spose we do in a sense, but they all originate from the "big" boss at some stage.

 

Not trying to stand on any toes here, just curious.

 

I fly rag and tube, and larger aircraft. The overall "airframe" rules on the rag and tube are quite different to say the ones on a Lightning, or Sportstar. Or aren't they?

 

 

...the RAT busted in the door...