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Showing content with the highest reputation on 11/29/2018 in all areas

  1. 2 points
    Agreed. With my aircraft, 1000 foot circuits are way smaller than when I was flying GA Cessnas & Pipers so my turn on to base is a descending wide 180 degree turn to line up on final at 4-500 feet with power back to idle on a light wind day so basically a glide approach. High wind day, same approach but may need a bit of power if my circuit is not tightened up quite enough. Usually though I have excess height so a sideslip sorts that out.
  2. 2 points
    With my training to PPL standard in the early 1970's sdseslipping was not covered during my all Cessna aircraft training. Post PPL issue, with the same instructor, when I acquired Tiger and Chippie endorsements sideslipping then came strongly into play, especially the Tiger which we would slip right down into the flare, after taking into acount any crosswind so we were not arse about face. I can remember starting my Class 4 Instrument training in a C172 on a pitch black night, and having my instructor on one circuit indicating we were a bit high. I kicked in about a ball of sideslip only to experience an absolute explosion from the right seat!! Not worth repeating. Buying a Victa Airtourer really did bring the benefits of sideslipping to the fore. Cleared for a full flap sideslip up to 87 knots it gave a remarkable versatility to approaches, with great control authority. I have done a fair amount of flying in Light Aircraft Championships and bemoan that a lot of the advantatages that the Airtourer posssesses are precluded, especially in the Force Landing component. I recall competing inthe Australian Light Aircraft Chamionships at Jandakot where the first round of the Spot Landing Competition was conducted with a quartering tailwind. Only three arcraft scored ground points- two Airtourers and a Robin 2160- all landed off sideslips. All other aircraft went soaring past the ground markers. Bernie Saroff, my Air Judge, was far from amused and it was not until I showed him a 1964 Victa Handling Notes that he has prepared to accept that I had not gone outside the aircafts operating paramaters. One consideration not mentioned thus far is the possibility in a sideslip, particlarly in a low fuel situation, so all the fuel to ends up at the wrong end of the tank, and most engines doen't run too well on air. A possibile extreme example, but who wants to invite Murphy on board? I can remember many discussions as to whether to slip the garden variety Cessnas or not. Other than the references to the fuel situation, I have not noted any POHs that precule slipping, and have in my Cessna 172M ownership slipped it quite comfortably, though never aggressively. Comments on the C177 were to excercise caution, though I can not remeber too many of them falling out of the sky. Poteroo's early comments are particularly pertinent, though gaining exposure to Ralph's wealth of knowledge and experience is not so easily achieveable these days. He may be in the mature category, but as a survivor of both PNG and aggie work I always appreciate his perspective.
  3. 1 point
    Henry used to tell us that the whole wind/tunnel shook when the model stalled! The prototype had a violent uncommanded roll which was fixed by the wing fences. Seems to me that those cuffs were too large. I have a copy of the Aircruiser W/T test report. I’ve used smaller wing root cuffs successfully. As an example take a look at the T-34C.
  4. 1 point
    oh and easier to keep the bloody ball in the centre 🙂
  5. 1 point
    I assume you have installed a sliding track from a front car seat for your wing attachment so you can easily adjust your CoG. I wish I thought of that when i installed a lighter Jab engine to replace a VW, requiring moving the engine forward 50mm, new engine cowls, and then 1kg of lead in the tail because 50mm forward was too much!
  6. 1 point
    I,d be very suspicious that this is a specificly targeted theft from someone with a commercial interest and intent due to the technical nature of the stolen goods, in any event I wish him or them bad health and many accidents for the future, mongrels all. Cheers Hargraves
  7. 1 point
    sounds like its time for another grass roots organisation dedicated to just flying lightweight aircraft for fun. We appear to be in danger of being regulated to death as an organisation. Vested interests and corporates seem intent on pushing their interests at the expense of the grass roots, just wanna fly, members. This is rapidly becoming a vehicle for self interest, barrow pushing and empire building. Just saying.
  8. 1 point
  9. 1 point
    To clarify, Temora Council management and councillors have been very approachable and have deferred any decision for a thorough consultation process and review of financials. I doubt any changes other than making the rates at the airport the same as those in town. This was an oversight and something I certainly did not realise was the case. The council has always been supportive of the airport and very easy to get on with. Suspect this was a poorly thought out plan of some staff and now the councillors are aware it will go away.
  10. 1 point
    Thanks Markdun, was the alternator problem with the original Jab alternator or the powermate? And where exactly did you install that AC breaker? I'm interested in avoiding what happened to you. I thought I understood electric systems but at present I'm baffled by this electric bike. There are only 2 wires from the battery to the controller but from the controller to the motor there are 3 main ones (ok so far) and then about 12 fine wires. I have no idea what all these fine wires do. In my model planes, there are only 3 wires from the controller to the motor.
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