Ultralights

Very neat! sure the hangar in the background is big enough for it though! :)

 

 

they work well, makes picking out the aircraft easier and faster when they are pulsating, its mandatory in Alaska now. easily see how effective it is here

 

 

 

a flashing light is more visible to to ther pilots than a solid unflashing light! as for the switch setup, im have no idea. but i would imagine landing at night with pulsating landing lights would be quite distracting!

 

 

Gday, i have decided to sell my Vampire, its built in 1981, approx 250 hrs on a 503 DCDI engine. (ill get accurate numbers when i list it in the classifieds section when i get home)

 

i am posting this to get a ball park figure, sadly its not flying at the moment and needs minor works to get airborne again, work needed is,

 

new choke cable, new rear seat panel,(steel supplied and partially trimmed already) new fuel gauge, 2 fitted, one is Ok, new fuel gauge supplied. bushings on main gear needs replacing, new ones supplied. new EGT wires, new probes are fitted, just need wiring to gauges, new CHT senders supplied, again needs wire to gauges. New extended nose gear installed. in the process of fitting new nolathane block, needs one small flat plate to complete. engine cover needs a repaint after fibreglass repair.

 

apart from that, its just needs a good wash and polish after being in the garage for the past 3 yrs., oh and trailer has new tyres and needs rego.

 

Was winner of the inaugural Recreational flying fly-in best present aircraft! ill post some pics in the classifieds section when i get back home, only reason for sale is the Savannah is taking all my time and the vampire is being wasted just sitting unloved in my garage and i can no longer find the time to return it to its deserved glory.

 

what would such a project be worth?

 

 

another option is find a local tyre store, and ask, you will be surprised what they can get for you! funny, on our savannahs delivery flight, we had a flat tyre on landing at Ballina! thankfully Mr Hughes of lightwing fame came to the rescue!

 

 

Quality is fantastic, i also use a lanyard on the camera in case it lets go, but even the suction cup mount has held up to 130 kts for an hour. I use the stick on mounts on my aircraft, never had one even come close to thinking about coming loose, actually, im starting to wonder if ill ever be able to get them off!

 

with all bonding stuff, even goPro mounts, surface preparation is the Key, clean the heck out of the surface, degrease it, bond the mount on, then dont touch it for 24 hrs! i have had the gopro hanging out on the wing, sub zero temps, for hours after hours, and still no sign of the mounting pad coming loose.

 

 

QBE , or OAmps insurance brokers. im sure there others.

 

 

there are 2 real important keys to a good landing, Speed Control, and perspective, and by perspective, its where you look, and that is AS FAR AWAY AS POSSIBLE! dont look at the runway immediately in front of you! ALWAYS look to the far end of the runway or thurther!

 

 

here is a recording of the ATC feed at YSBK at the time of the accident

 

http://www.liveatc.net/listen.php

 

go to 9th feb, YSBK tower feed and time 0130-0200Z

 

very professional controller there..

 

 

Just a few landings at Jaspers Brush runway 06. short vid, front slo mo view as well.

 

https://www.youtube.com/watch?v=pfcf6Ls_7_4

 

 

Just returned from a trip to Lightning Ridge, the Toowoomba flood waters have arrived!

 

from about 20 NM south

 

 

Light Ridge's Southern Ocean

 

 

Walgett-Ridge road. closed in numerous locations

 

 

Approaching overhead the town and airstrip, with Ocean to the north and east.

 

 

Directly overhead the town, and the view North, look, Levees work!

 

 

Lightning Ridge township, with water to the North and East

 

 

And the view to the West, yep, totally surrounded and cut off...

 

 

oh, and a Bubble tecnam canopy on a 44 deg day is NOT fun.

 

 

wouldnt just as much moisture be drawn in through the induction system as the engine cools?

 

 

the only time i have seen flap and aileron used as one is with "junkers" style flaperons, as there is a substantial gap between the control surface and the wing, effectively a full span slotted flap/aileron. such as fitted to the savannah, 701, Gazelle etc. yet with full flap, there is quite a bit of adverse yaw, as mentioned above, thee is no scope for the up going aileron/flap to create more drag to counter the yaw.

 

 

cool, thanks for that, do you make/sell floats for a Savannah?

 

 

im more interested in the green hangars in the background!

 

 

there is a few good TV series floating around at the moment as well,

 

Ice Pilots

 

Alaskan Wing men

 

Flying Wild Alaska

 

 

thats one large vertical fin! tail strike heaven

 

 

gday,,

 

Is this normal, just a characteristic of simpler control cable rigging setups, or this aircraft type?

sadly that is normal for that aircraft type, as you are pushing a cable through curved guides, some aircraft like my Savannah, and many others, are very responsive compared to a Jabiru as their control systems are made of direct rod connections, other types of aircraft can be described as over responsive, or literally needing just fingertip control. The Jabiru series aircraft are best described as , Easy to fly, but difficult to fly well. which makes them good stick and rudder hands on trainers.

Aircraft like the Tecnam series are very easy to fly, and some say create lazy pilots as the aircraft design overcomes the things you have to do to fly a Jabiru, things like adverse aileron yaw. using a rudder etc. eg, in a Jabiru you need to use the rudder to balance your turns, whereas a Tecnam, or similar type, very little rudder, if any is needed.

 

As for noise attenuation, its all about the headset quality, headsets can range from $150 to $1500 for a good Active noise reduction headset which almost totally removes any background noise.

 

Dont worry too much about the situational awareness, in the first say 10 to 20 hours of training, you will find yourself overwhelmed with info sometimes, but once the skills involved in actually flying the aircraft become second nature, then your mind is free to worry about traffic, monitor the aircraft, and keep good situational awareness with regards to Radio traffic, navigating etc etc.

 

 

cruising levels are pretty easy to remeber, if you live on the east coast, rember its odds and evens +500, well going east its odds, i think of it as, thats odd to be flying out over the pacific... to the east.

 

 

some early jabirus getting around with 6000 hrs or more now

 

 

Judging by the amount of "gold" tint, i would say they have only been alodine treated and not plated.

 

 

well, dissimilar metal corrosion.

 

Discovered this during a pre flight inspection today, prop is 660 hrs old. prop and hub were inspected at 650 hrs, but no crack or corrosion was evident externally at that time, only light surface corrosion on the front face around the spinner.

 

 

 

 

 

so if you have a Aluminium hub and carbon fibre blades, inspect for dissimilar metal corrosion. als found corrosion in the bolt holes as well. Steel bolts and Aluminium are just as bad friends as carbon fibre and aluminium, especially if the gold Cadmium plating has been damaged in any way. throw in a bit of coastal flying, rain, and the stress of being a prop, and you get ^^ above.

 

 

to calibrate it, take your aircraft to the nearest aerodrome reference point, its will be the same height of the aerodrome published in ERSA.

 

 

just another airline to me, used to work for them, got treated worse than a slave, then my job was sold to asia. its become an airline run by accountants and now suffers from the results of that.

 

 

does the Morgan series have a ICAO designator yet?