Ultralights

The designer said he’d chosen the Ferrari because of its aerodynamic shape

just make sure you dont forget the basics, RELAX! keep the speed right, and keep your eyes on the far end of the runway, or thurther! but if you find your getting frustrated, remember to relax!

My love of flying began when i was 10, and spending 8 hours looking out of the window of a 747 classic on the way to Hong Kong!

as for this forum, well, i believe i might have been the catalyst for its existance!

if things are getting hectic at Hoxton, and thats quite often, then its best to depart the circuit on downwind, turn to the training area, and climb to overfly height, then rejoin the circuit as normal on crosswind again.

its not uncommon on a nice good weather weekend to have at least 4 or 5 aircraft in the circuit ranging from our Jabirus, a few Skippers, cassna 210's, Extra 300's turbine singles, and the occasional twins! it more often than not to have 2 aircraft on final. if your a little close, or the aircraft in front of us misses the closest exit, then we just do an early go-around.

but doing an orbit in the circuit at Hoxton, is a definite NO NO! and you will get reported.

what ever happened to common sense, like im going to set up a picnic area behind an aircraft parked at an air show!

a service for Hadleigh Smith will be held Monday 27th October at 10 am.

Gymea Peoples Church, 166 Gymea Bay Rd, Gymea.

He was a good young bloke. Loved his flying and the All Blacks.

Had served Australia in the Army Reserve as a digger. RIP mate

at Idle, No probs!

i was hoping to get some time alone to fly down, but sadly all booked solid all weekend, so i will hear about it on monday sadly.

Sadly young Hadleigh Smith was one of our students.. He was a very capable pilot and great bloke.. another great loss to the aviation community, and as Merv said, why is it always the genuine great guys that go..

i have been told on a few occasions when flying my Vampire at Hoxton and Cessnock, that when people have heard my radio calls, they have been on the lookout for something turbine powered, and flying at 200kts!

legally, only 1 aircraft is permitted on the active runway, (inside the white gable markers) at any time, unless in formation, with appropriate endorsements and approvals.

how about logging it as In command Under Supervision? ICUS?

1. Sadler Vampire or Sapphire

2 ICP Savannah

3 Jabiru J430

4 Millennium Master

You are spot on with the magnetos, 2 magnetos and 2 spark plugs per cylinder. each magneto runs a separate spark plug in each cylinder, and as you will see, during the runup checks both magnetos will be checked to make sure each separate magneto and its plugs are all working.

if i find water in the fuel drain in the morning, i will drain the tank, and reuse the fuel after putting it through a water separator filter..

and yes, each tank has a sump so it will collect water and other gunk in it so you can drain it out when doing the walk around checks. though some aircraft, such as the tecnam have a water separator fuel filter and dont have the sump in each tank.

what jabiru need to develop is a low wing version of the J430.

funnily enough, in my 500 hrs plus of flying, i have only had passengers for about 5 of them... not including students and other instructors

NVFR maybe?

ahhhh i love my AU Falcon, dedicated LPG! 407,000 km, just gave it a service, including replacing high beam bulbs, and thermo fans, took less than 1 min to change the bulbs, and only 2 bolts and 1 plug to replace the fans, fans cost $120! plugs were little rusty, but to be expected with dedicated LPG, its just so cheap and easy to maintain! not to mention $40 to fill it!

yep, thats correct, with the wing down counteracting drift, then the rudder is only needed to ensure the nosewheel is straight, though it sounds easy in practice, it takes a bit to master the wing down crosswind method. about the only negative is that passengers unfamiliar with flying might find flying the approach with one wing lower is a bit unsettling.

the main reason the wing down method is preferred is it eliminates the sideways drift over the runway as you flare and touch down. resulting in less chance of undercarriage damage, tyre wear and that uncomfortable swerve back onto centreline.

basic theory behind it is, when you turn in normal flight, you use aileron, and the aircraft begins to turn, well, on final approach and landing, you use just enough aileron to create just enough of a turn to counteract the drift created by the crosswind, flare and landing will be normal, just the into wing will be a little lower, and you will touchdown on the upwind wheel first, then the aircraft will gently roll level and the downwind wheel will touch down, followed gently by the nosewheel. which, should be straight.

how many people dress in regards to fire protection? just watch air crash investigation, and how many serious injuries and deaths are caused by post impact fire, and the fact pax have to climb through burning fuel and debris?

weather its windy or not, approach angle should always be the same, only if there is a considerable headwind will the approach be a little steeper, as you wont be covering the ground as fast , so stay a little higher than usual. ( i try to keep all my approaches close as possible to/or glide approaches) with crosswinds, use less flap, i use the windsock as a guide, the more limp the sock is, the more flap, if the sock is horizontal, then no flap. also a little more speed will give more control. use aileron to counteract drift, and rudder to keep the nose pointed at the numbers. a good crosswind landing should be on the upwind wheel first, with little rudder needed to keep the nosewheel straight when it touches down. another little trick i use when crosswind is at the aircraft limits, is fly an approach from about 15 deg to the runway heading and land across the runway at that angle, it helps reduce the crosswind component, especially when putting a LSA down with 17 kts crosswind. but i didnt say that! oh, and you need a wide runway as well.

i think full rudder deflection would be a lot more than just the lower rudder only, 747's have a similar setup with upper and lower rudder sections, full deflection is about 40 deg of both sections, the lower section, along with inboard ailerons are only used when at cruise speeds, the upper rudder and outboard ailerons will come into action when flap or leading edge slats are extended, well, in a 747 anyway.

short basic answer, the Tecnam flies well, but hides your mistakes, the Jabiru flies just as well, but will show you your mistakes, IMO, the Jabiru is a better trainer as it will show you what your doing wrong and you will learn how to correct it.

if i could have just 1 airliner, it would be the SP!

actually fuel crossfeeding into a full tank and overflowing is more of an issue when flying straight and level, if you are not quite level, with full tanks, the fuel will crossflow into the wing that is lower, and will eventually overflow.. technams are good at this, so thats why it important to fly wings level as possible when flying straight and level. in turns, as said before, if its balanced, then there will be no movement of fuel or anything.