Ultralights

those are brilliant videos, sadly i havent found the dvd for sale locally.

the SV2, handles like a typical GA aircraft in the air, well mine does anyway.. be careful not to over rotate on take off, and landing due to not having a engine cowl in front of you for reference, i ground the bottom off both rudders in the first 5 hrs flying mine..

as for the 2 stroke, get sed to long shallow descents with power on, as reducing the power too much at high speed will cause a leaning effect, as the windmilling effect will cause the engine to turn over at a higher revs than the throttle setting, and hence, it will have less of an air/fuel/OIL mix in the engine at this time, resulting in EGTs getting high.

when shutting down, give it a good rev to full power the same time you kill the ignition, this will increase the fuel/oil mix in the engine, and when you kill the ignition, it wont get burned, so it will leave a residue of oil over everything, protecting it next time it starts.

nice 12 yr old bottle of single malt scotch, 2 bottles of wine, a nice RC helicopter (that i have no idea how to fly) and a RC electric aircraft... cool... im happy.

leg 4 will be finished before i finish leg 3, oly just managed to make it into the straights. funny thing is im stone dead last, yet i still manage to loose places! i cant believe at 1 point i was in the top 1000.

first lesson i had when i first started flying, never fly on a full stomach, never fly on an empty stomach..

as an instructor, another way to help relieve airsickness, get the student to concentrate on 1 thing, and one thing only, i had a student recently declare he was about to be sick in the middle of the training area, i tasked him if he could fly straight and level ( he could, it was his 6th or so lesson) he replied, yes, i said, well great , fly us back to hoxton, at exactly this altitude, and dont let it move more the 50 ft either side, every time you go outside that 50 ft tolerance, ill fart. sure enough, in a minute or 2, he totally forgot he was airsick, and did a brilliant job holding altitude..(and by using visual reference only most of the time) once landed i asked how he was feeling, he said great, i dont think he even remember he was feeling a little ill

in nil wind, landing at 60Kts IAS= 60kts ground speed

10 kt tail wind= 70kts ground speed

10kt headwind= 50 kts ground speed.

so slowing from 70 kts touchdown ground speed takes a considerable distance more than 60 kts, and 75% more than landing with 50 kts groundspeed.

then you have to factor in slope and it effects on braking distance.

70 kts is 130kph, 50 kts is about 90kph. this help give a reference to how much more distance is required to stop, try it in a car.

i went away for the weekend to the hunter valley, by the time i got back online this arvo, all was lost... now im doing a staggering 0.7 kts!

what i find annoying is that there is radar coverage in the entire syd basin, and live radar on the internet, as the media got hold of quite rapidly, yet why isnt there a controller monitoring? as there is in the US? wonder how much cost is a factor in such things?

now im officially last, no wind at all on the west side of the island, all of 1 kt..

do we take 3 years, $30,000 AUD + and incredible amounts of bullXXXX, to create a basic private pilot ???

ive had a shocker, forcast winds didnt eventuate, now in 40,000th place and falling, down from 1300th place earlier on, and seeing as im still loosing places rapidly, im taking a gamble, im not going to sail down the straights, but stay on the idian ocean side and round the bottom of the big island

to be honest, i cant believe its taken so long for this to happen, even when i was flying out of bankstown 16 yrs ago, i was always worried flying to 2rn, or 2fc as it was known back then. think about it, at one stage it was the busiest airport in the southern hemisphere, and all incoming aircraft directed into just 2 inbound points! looking at the flight paths into YSSY Kinsford smith, the situation is similar, but due to political motivated reasons, noise abatement requirements mean all aircraft into and out of syd fly in very narrow regions of airspace! even though Camden is now getting very crowded with YHOX closing, it still has its traffic load spread over 5 inbound reporting points, bankstown just 2.

here is a quick 3 min vid of an airpark example we need in OZ, not just a house on the back of a hangar, but one like this, plenty of housing, plenty of sellable development for the owner to make a tidy profit on, and the airport still operates.....

https://www.youtube.com/watch?v=3NBG_cZlb64&feature=channel_page"

• quick tour of an airpark in USA.
   
  

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• LINK
   
  

seeing as we operate Tecnams, and Jabirus, we are not flying an aircraft type that already isnt based there, so there will be no issues with performance differences... fingers crossed casa do the righ thing.if they havent already

please tell me they are thinking of a USA style community air park!

funny thing is , i remember doing navs back in the early 90's and late 80s using nothing but a map, watch and compass, GPS hadnt been invented yet. and VOR's wernt very accurate until you got to within a few 10's of miles.

sounds to me Bigglesworth was flying using the lost art of Dead Reckoning! you reckon correctly, or your dead.

we have a tecnam p96 golf, and a fellow instructor has lightspeed Zulu headset, and it works fine.

my boat is called Pamuva and off to a great start, 5745th place so far! still about 2000 places behind Tie me kangaroo!

Sadly Hoxton will exist for some time as an unused airport, just like Schofields airport, Macbank are trying to sell the entire site as 1 lot!( they didn't sell 1 lot when they subdivided it) and are having great difficulty in finding a buyer, considering the current economic outlook, and the fact there is already acres of unsold industrial land surrounding it. so if we all chip in a little donation, we could buy it for the discounted rate of $350 Million..

as of monday, the only thing using the strip will be grass and rabbits.

Schofields runways still exist, only block by concrete barriers placed across the strip. i think they might do the same at hoxton

Just thought i would start a thread in memory of YHOX, it will be decommissioned next monday 15th dec 2008. these pics were taken last weekend, my last weekend ever flying from Hoxton Park, i remember doing my first emergency procedures lessons there in the late 80's! in Piper Cherokees, Archers, and Arrows. and it was the airport of my first ever paying flying job...

, heres a few photos of Hoxton Park, a Fantastic airfield.

the bowser was removed last week... so its an extra $25 to refuel from the truck..

Ahhh the Memories! close formation circuits....no radio calls, 3 aircraft on the runway at any one time... it will be missed.:hittinghead:

My last ever landing at Hoxton Park. YHOX. Runway 34 at the end of a 2.8 hr Navex. i asked the student to let me take the landing for my last ever at Hoxton.

Goodnight From YHOX. It was a Fantastic Airfield, and full of memories fantastic memories, from downright scary, to beautiful 15kt crosswind landings, watching suburbia creep ever closer of the last 17yrs, and even the relationships with the instructors flying the Beechcraft Skippers built up over the radio and in the circuit. ahhh good times..

YHOX, Signing off.

drinks time.

last time i looked, Birds, had curved upper surfaces on their wings...

my vampire has a symmetrical aerofoil profile, at 0 deg AOA, i will descend, at about 500 ft/min or more (0deg AOA = 0 Lift), to fly straight and level at 80kts, i will be between 3 and 5 deg nose up pitch. because of the symmetrical aerofoil shape, i need a relatively high AOA on finals with 0 flap, the initial 4 deg to maintain height, and an additional 7 to 10 deg more at 50kts, which means i am almost at stalling AOA as i begin the flare,which has resulted in numerous tail strikes, when i land with full flap, nose up pitch is no where near as bad as with 0 flap, with full flap the wing now has a more curved upper suface, requiring less nose up to cate lift. with zero flap, i have since learned to land at 10 kts more than in the book, to save repairing the bottom of both rudders, again.. the joys of a symmetrical aerofoil profile... most if not all aerobatic aircraft have a symmetrical aerofoil as well. so inverted flight i as easy as normal flight.

anyone? i am looking to hire a Jab LSA, 230 or 170/160 from anywhere from Taree to Coffs Harbour.

I am a senior instructor and have over 400 hrs in Jabirus... anyone? i only want it for 1 day. any day from 19th dec to 24th dec..

i have sen a video of this woman flying recently, she was flying an aircoupe (spelling?) the one with the rudder automatically operated with the yoke.