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RossK

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Everything posted by RossK

  1. RossK
    When you read the report and look at the position of the hangar relative to the runway, it's hard not to think that this was a failed go around. When you pile on full power the nose is going to pitch up, probably beyond the critical angle if you don't control it ("not enough lift") and it's going to pull to the left ("veered from the end of the runway"). The impact site is level with the end of the runway 70m off centre line, so the veering must have happend well before then.
  2. RossK
    Yes, his comment was that for the sort of flying he does, the weight penalty wasn't worth it (had to add weight to the tail to balance the prop) He can get the same take off performance from the ground adjustable with a little less top end, but the guys he flys with are all cruising at 90-100 anyway, so top end isn't his priority, and he thinks the plane handles better by taking the weight out of the ends. Saved +15kg from memory
  3. RossK
    When I did my passenger endorsement I was able to do it with my regular instructor. We did it on a day we had planned to do a Nav but the weather wasn't suitable. I remember him getting in the plane and fidgeting uncharacteristically with his seat belt, vents etc and then he went to fiddle with the radio. I told him not to touch anything on the dash unless i specifically intructed him how to. He looked at me and replied "I'm not testing you yet, the radio's on the wrong frequency" 🤣 I passed 😁
  4. RossK
    From the RAAus database; "The aircraft took off, completed three circuits and departed the circuit area for flight over Hindmarsh Island to Murray Mouth then returned overhead Clayton. The joined mid downwind 01, completed downwind checks, landed long but had fully landed and deployed brakes when they lost control, veered from the end of the runway and collided with the rear of a hangar as well as a water tank and the door support of a second hangar. The pilot tried to avoid the collision by firstly applying power to power out of the situation but there was not enough lift available so braked again and aimed as well as they could for the gap between a water tank and the door support of a hangar, such that the wings would take the brunt of the force. The aircraft continued on and came to rest in the rear wall of a hangar."
  5. RossK
    Translation; "We have been publicly flogged and have taken time to regroup. Please prepare for a fresh assault on your flying privileges early 2022"
  6. RossK
    I made a perfect inbound call the other day, 10nm, location, altitude, eta, etc, all the info and nothing extra. Short reply was; "Sportstar 1720, Melbourne Centre, you are on Area frequency not CTAF" 🙄 😧 I had been on area and monitoring CTAF (so had heard all the CTAF calls) and forgot to switch
  7. RossK
    Our Sportstar came without VGs and we fitted them (from JG3) shortly after getting it. Stall is more benign, less yawing before the stall. Clean stall is 40kts now. I have seen lower speeds but it's just losing height holding it's nose in the air. We've lost about 3 knots off the cruise as a result. We didn't do empirical testing, and it's an approved mod from Evektor.
  8. RossK
    Skip, it's the 57mm one, unsure of manufacturer though. age, 14 years according to the maintenance logs - ie it's the original one fitted. I check it as part of my pre-flight routine during taxi and line up. Only used it once during flight to verify that the Aspen PFD was having a bad day, once. It confirmed that the Aspen was telling me lies. But I also have an Ipad, a Garmin 296 and my mobile in the plane, so plenty of redundancy.
  9. RossK
    Last time I checked (with a CFI), RPC with Nav converts to RPL with Nav with some paperwork and proof to a CFI that you can fly a GA Aircraft. So typically 3-5 hours in a Warrior or C152 will get it done. but I could be wrong, it happens occasionally 😁
  10. RossK
    Here's our panel mounted one, I have no idea of the make etc, looks like the Airpath. Seems to point north when i'm lined up on 36 at YLIL.
  11. RossK
    This is exactly what I was told by the Airport Co-ordinator when I was planning to fly into Moruya - avoid the RPT times and no ASIC required.
  12. RossK
    Your understanding is correct. Passengers are only covered to $250K. A good lawyer would argue that as a passenger they were aware of the risks being taken and subsequently the amount payable for damages should be less. Of course, it's up to us as PIC to make sure our passengers are aware of the risks of RAA aircraft. But having extra liability cover for your passengers is probably a good thing. Lets face it - they are likely to be your family or friends and if if the worst were to happen, you'd want them to get as big a payout as possible.
  13. RossK
    Flew up to Tocumwal on Saturday afternoon, walked into town and had dinner at the Farmers Arms Hotel. The river is very full at the moment! Camped at Sportaviations campground at the airstrip. Had a great breakfast with the Murray Border Flying Club and a Coffee at "The Drome" cafe before heading home.
  14. RossK
    Hi Bruce, unless i've missed something (which is possible) there is nothing in the new rules that is forcing us to fly under 3000ft. The radio requirement is still above 5000ft in class G The only extra burden is to fly the VFR cruising levels if above 3000ft.
  15. RossK
    There was/is another hypothetical mountain in the way 😁
  16. RossK
    I was taught that it's best to fly hemisphericals whenever you can, regardless. Hypothetical. I'm flying a track of 175deg at 3500ft and approaching a 3000ft plateau, cloud base is 5000ft, so leagally I can punch through there. But, the plateau is covered with tiger country. I can deviate track to 165deg and follow a valley with a floor of 1500ft around the plateau, but at the southern end I have to track back 6nm on a heading of 200deg before picking up my track of 175deg. What altitude do I fly that 6nm on 200deg heading at - is it practical to descend to 2500ft and then climb back up when I resume track - the leg is less than 4 minutes.
  17. RossK
    Factory Built J230's are LSA though aren't they - so can't increase the MTOW unless Jabiru do the paperwork to recertify them.
  18. RossK
    Recently bought an electric pole saw - fantastic thing, only has 30 mins of run time per battery, but with electric, that's 30 mins of actual cutting time, which actually is a decent amount. Uses the same battery as the electric mower 😁
  19. RossK
    My simple understanding of V1 is; The PIC has done the calcs and has an abort point (ie a distance on the runway). If he hears the co-pilot call V1 before that point, he knows there is sufficient runway and thrust available (even with an engine failure before Vr) to reach Vr before the end of the runway. If he doesn't hear V1 at the abort point, he aborts.
  20. RossK
    Avalon is an example of how it can work Class D Surface -2500 Class E 2500-4500 Class C 4500-12500 So VFR traffic has a 2000ft laneway right over the top of the Runway.
  21. RossK
    Did a hamburger run to Apollo Bay yesterday. YLIL - YTYA - PIPS - YAPO and return stopping at YTYA for fuel.
  22. RossK
    No Information surfacing. Awfully close to those powerlines 😬
  23. RossK
    Can you not follow the Burnett Hwy west and then climb out under the 2500ft step and then head south?
  24. RossK
    The conversation had drifted to CTA access for RAA certificate holders.
  25. RossK
    Just do long approaches and long finals 😁 you can be under 500ft AGL as long as you are on final or upwind
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