Mike Gearon

Solved. The left outer U wheel strut bolt makes the noise. I left for a two day holiday convinced it was up at the aft wing bolt. It wasn’t. 
 

Solved with the counter intuitive decision to have that U bolt loosened. Noise went away. I’ll have it more thoroughly investigated regardless. As the bolt was retightened it was producing a few of these clicking type noises. Replacement of all these bolts as example and it’s coming up on the 500 hour for lower wing strut bolt. All will be replaced. 

Yes, contact me prior. We have cattle on runway now as example. My cattle are very quiet and I take off and land with them around. Well, not in front of me! They don’t even get out of the way on taxi until the chopping device is getting very close. I’d move cattle out for other pilots. I’ll make up an indemnity form to be agreed to. Also, common sense. Runway of some 600m. Take off or landing needs to be sorted by the workshop/ halfway point. The uphill and downhill are a challenge. Until the road grader comes in the current undulations make you appreciate smooth runways that don’t want to relaunch your nice landing. 
 

I have a 15kn wind sock to put up shortly. It’ll go on the wind turbine tower that’s held and launched/ broken  2 crap chinese turbines into strong winds.

The 4 wheel strut bolts are tight each side. The U bracket and through bolt pair each side. Is this something others have experienced? Landings are always smooth. Runway isn’t crazy rough, just not as smooth as it will eventually be. Noise started a few days back and curious it’s just one side.

I’ve just started “commuting” French Island to Tooradin or Tyabb. Tractor parts emergency the other day and worked out great to go to Tooradin and hitch a ride to Pakenham (thanks Glenn!) 

I was surprised at my own performance on suddenly deciding to try an engine out at the coast….. made mistakes. 
 

1. Changed the landing spot.

2. After changing the landing spot I was aware a fence might be difficult to get over and was surprised at the urge to pull up even though I had the throttle right there and it was simulated!
 

Really surprised! It was only a year ago I did the RAA Oz checkride and managed it really well. Flaps full and landing in mangroves into wind. 
 

note… my runway is a mowed 10ft wide strip x 500m. Narrow because I’m conserving for hay to bale next week and narrow because I was landing gliders on 10ft wide runways and what would have seemed crazy narrow a while back looks fine now. I’m using the north 200m to land and it’s tough on the nose wheel. I hold it off as long as possible and fairly certain the Foxbat had more elevator authority at low speed. It’ll be improved after hay baled and excavator dump truck and road grader with luck. Couldn’t get the guy with road grader earlier this year and being French island there is only the guy! 
 

I was just reading up on 912 cruise RPM.

https://www.rotax-owner.com/en/general-tech-discussion/5812-rotax-912uls-cruising-rpm

Seems to be in line with what your settings are.

6 hours ago, Bosi72 said:

Recommended reading BOM Manual of Aviation Meteorology. 

There is also an online course:

https://learn.bom.gov.au/course/view.php?id=136

 

click eLearning module

This is really good. My least favourite subject. Aviation weather. Finally making more sense. I’ve combined here the ABC high and low article and the BOM info. Hopefully I have it right and will just reverse in northern hemisphere. Lows go with clock in Southern Hemisphere and ACW northern. 
 

On 22/11/2021 at 8:00 PM, APenNameAndThatA said:

For *years* I could not get my head around how come lows are associated with hot air and not cold air. The first problem I had was that I associated rain with cold weather. (Now, I suppose that is due to a cold front lifting warmer moist air).

 

The main problem I had was that when you heat a gas, pressure increases, rather than decreases. Like if you heat a balloon, the gas will have a higher pressure and thereby expand the balloon. *Today* I realised that because atmospheric pressure is due to the weight of the air, so the the air becomes less dense, pressure decreases. And, air becomes less dense when you heat it. 

 

As an aside, for an air mass to expand, it would still have to have an increase in pressure. Otherwise there will be no way for to do the work of pushing away the air above it. So, maybe lows have a higher pressure gradient between low and high altitudes. 

 

Correct me if I am wrong. 

I read this in The Age newspaper today re La Niña. I thought I’d understood it then read your post and reviewed…. I’m studying this article  now. 
 

https://www.abc.net.au/science/articles/2013/01/31/3679358.htm 
 

All helps stay clear of IMC. 

A semi-permanent band of low pressure stretching from Antarctica to the southwest corner of the country, known as the West Australian trough, moves westward along the continent’s southern coastline towards Tasmania. Low-pressure systems typically bring strong winds and rain, but the effect of the West Australian trough on the eastern seaboard is counterbalanced by a semipermanent cell of high pressure in the Tasman Sea near Tasmania, which guides the low-pressure system towards the Antarctica. But the normally reliable highpressure cell in the Tasman Sea has broken down. ‘‘ That means these [wet low pressure] systems are free to flow on and just bubble across the Australian continent, rather than being steered south of the continent as they go across,’’ Dr Risbey said.
 

It's definitely cheaper in USA. I received PPL over about 70 hours and around 3 months in USA a few years back. Coming to Oz and RAA has its differences. As mentioned the aircraft are light weight with different handling. Regs are a little different. Radio calls a little different (pattern in USA is circuit in OZ as example). To do over I'd go RAA Oz first. Well, I'd fly gliders first to learn how to fly in either country.

Nynja arrived French Island. Finally! 
 

2 days with Vince getting sorted at Inverell then flew to Dan at Wings Out West WOW as a mid point check of pilot, aircraft and weather then on to Temora. Weather wasn’t great so 2 nights at Temora. Great place for a stopover with the museum and accomodation. 30 minute walk to town then taxi back with provisions. Glider flying there in future for sure!
 

After checking with the museum test pilot that a flight west then south to clear the weather wasn’t a crazy idea I flew out. Eventually found a higher cloud ceiling.

Aircraft is a pleasure to fly. First half of trip just trimmed out and hands off. From Temora winds meant constant stick pressure. Side slip skills increasing out of necessity.  5 landings so far and all needed slip from 500ft AGL on final. I’ll slow more on final next flight as discussed with one of the Nynja owners. 
 

Last 2 pics getting ground anchors in to leave aircraft outside and weld in roof support to cut out a beam where the tail wants to be. 
 

I’m looking for a ride…. Sydney to Inverell Monday afternoon November 1s 2021. subject to weather. Half fuel and I’ll pay accomodation and food as required. So, I’m probably hiring a car or waiting for Tuesday regional flight, just thought I’d check here if anyone wants an adventure flight! It’s to pick up the sky ranger.

I’m on first Qantas arrival Monday morning quarantine free. 3 shots vax and  neg COVID test so all good there. 
 

A few pics here of USA. Stuck once again after 11 months stuck in Asia last year. Good part was flying. From 130 hours and still slightly clueless I’ll admit to 205 hours with tail endorsement, float and glider ratings. Started IFR and will finish next year. Definitely understand why your insurance is cheaper with IFR. Huge saturation workload. Under foggles, holding a heading and elevation on timed courses while getting weather and ATC clearance is really f$&#ng hard. However, like tail endorsement to tricycle landings it makes normal VFR radio calls seem stress less.

Pics here,

FLOATS

Moose Pass Alaska for floats. Combined mountain flying and lakes. Bucket list experience. Extraordinary!

GLIDERS

. Estralla air park south of Phoenix.  These locations are the premier training spots. Moose pass as example turns out 70 to 100 rated pilots each year. Estralla has daily flights year around and a really professional approach.

MULTI

Flew with George OSH Kosh to various states and Phoenix to Nebraska. Never thought I’d want multi. It isn’t a big deal to fly compared to single  unless you lose an engine. George is a multi and tail CFI.

IFR…To be continued.

TAIL WHEEL MOTOR GLIDER

. Pipistrel Sinus.

picked this up in Nebraska and flew back to Phoenix. 2003 with 5 y.o. 912. 80hp and I see why they didn’t put the 100hp in. 1000ft climb and easy to exceed 120kn VNE if not paying attention. Getting Dynon 10” DXF upgrade while I’m in Oz.

Amazing it’s only been a year. You’ve achieved a lot. Congratulations.

On 14/08/2019 at 11:21 PM, NT5224 said:

I've never ground looped yet, but have come close.  The  Rebel is surprisingly merciful  as a tail dragger,  compared to  lighter aircraft such as the Lightwing.  But its  a challenge to respond to cross wind gusts  (or bumpy uneven surfaces) with corrective rudder inputs without over-correcting  and establishing a pattern of increasing oscillations. 

 

Here's my  personal tip (which some will disagree with!).  On take off with a tail dragger I never just shove the throttle full open, because  a sudden  rudder input to correct the centrifugal yaw could establish that oscillation.  Instead I apply power steadily , and introduce the appropriate level of  rudder accordingly as we get going. I can still get off really short doing it this way. 

 

 

I’m learning tail wheel right now and we do a steady 1,2,3 count power up. Rudder accordingly. I also discovered one should not shove the throttle forward for a go around after failed wheel landing (or anytime really!) A steady 1,2,3 is plenty of time before the bounced wheel landing wants to return to the runway.

Yes, I’m going to do so as well. I make a reasonable living as an inventor. My success is always based on a paring back toward simplicity. Mechanical and software engineers I work with must try for simple solutions. These invariably take much longer to sort out. Opposite of what you’d think.

I also accept the inevitability of occasional complex solutions. It’s a balancing act and requires an open mind.

This simple piece of tape answer has to be combined of course with all the other things we are trained to watch for. 
 

Also, a huge help when moving between different aircraft. I’ve had a steep learning curve in recent times on moving between high/ low wing/ stick/ yoke/ panel layout and different responses to input/ more less rudder/ elevator response. Enough going on and a simple ASI tape is a wonderfully simple addition to reduce complexity. Especially at high workload times.

I’m fairly certain the ball can’t be relied on. I recall possibly here or elsewhere a ball indicator at either side of cockpit as example amd they’ll do different things in spin
 

6 hours ago, facthunter said:

Mike I know you are keen and I like your attitude but with this you are in a bad place. It needs sorting out. A few generic concepts won't save the day in a real situation You don't have the time to suck it and see. Forget google or any place even such as this forum. I'm HERE alive only because of the extensive training I had in this area.. Even with that , some situations  that can be encountered when instructing (as an example) are still  like pulling a rabbit out of a hat. I'm not trying to "old Soldier" you but you are unlikely to do well what you haven't been trained for.  Get to a good instructor and show him/her what I've said and kick it around. I won't add to what I've already said already but stand by it. there's a limit to what can be conveyed reliably on any forum. Confusion should be eliminated from the equation with flying. regards Nev

Okay. I see and get this.

I’d also suggest some good percentage of pilots can’t tell you which condition is spiral and which is spin. Let alone describe the way to regain control. I also stand by my statement. 🙂 I’m As prepared as I need to be at this stage of my flying. I also take on board your suggestion and if I get to USA as I plan I’ll go up with my American CFI who has just purchased an acrobatic aircraft. We will sort the men from the boys and girls.

It’s the part that doesn’t blindly follow the USA into stupid wars. 
 

Good article in The Age today by the author of China Panic. Dr David Brophy.

My flying experience is at the opposite end of yours. What I’m attempting right now is to apply that limited knowledge to the correct response to an unexpected aircraft situation. 

I stand by my post with this consideration. Prior to taking off I’ve recited the plan for EFATO. I also have the invaluable accumulated CFI unexpected closing of throttle. For the better part I’ve performed well. Once badly and suggested a turn back. That was the best experience of all “you’ve just killed us” was very memorable.

I haven’t experienced spin or spiral other than the dip of a wing after climbing stall practice. CFI and I both applying all right rudder in a memorable example.

 I believe I need stored in my back pocket of planned actions a spin and spiral recovery plan as I’ve suggested. I won’t be reciting them prior to each take off... although that being said I’m imprinting during this discussion a much better understanding and plan...

So, out of the blue I’m finding myself in a spin or spiral..100% first is throttle off, do something with the aelirons, definitely neutral first then refine, elevator definitely isn’t going to be jerked forward or backward, I’d expect built in reaction will or would be slightly forward, start looking to rudder neutral and check speed and what’s actually going on and rudder opposite spin if this is established.

If inverted I have no clue. I’d just relax and let it sort itself out or not. Seriously, without reviewing google or anything back here in the forum I’d hands off for a bit and see how she looked. Absolutely no point in messing with controls without a clue why. Now, I won’t edit this. We will see how it pans out. I’m basing this on the fact aircraft flying if you leave them alone, motorbikes in a tank slapper fix themselves if you take your hands off the handlebars and hold the tank. (Mostly)

20 hours ago, facthunter said:

Mike saying spin spiral not too DIFFERENT really? Let me tell you That is not the way to handle it. .I've taught his stuff and it's not THAT easy.

 Spin entries can be near vertical entry and quick. The spiral demo and recovery are not permitted in RAAus and let me say in some planes you have seconds to recover it from a spiral. That's all.

     I've ALWAYS advocated recovery from unusual attitudes training which must be done in something other than a RAAus plane.

  It should be mandated for any Instructor at least and encouraged for everyone else. Many of our planes require more skill to fly than GA types where the bugs have been ironed out and there's less variation plane to plane. Being generally smaller requires refined control inputs as well. . Nev

I had 3 hours of IFR training as part of USA process. Also actual IFR conditions while interstate and observing for some 60 minutes how the aircraft was handled.

My CFI consistently warned against having the slightest confidence I’d survive more than 30 seconds in IFR as a proven fact. Still, I value the possibility that all turning to crap totally outside my control I’d have some chance of a gentle 180 degree turn and exit the conditions. Main take home I had was to just have a thumb and finger on the yoke/ stick with very little pressure and just scan instruments constantly. 

Yes, looking for data and facts. Well done.

On 02/05/2021 at 3:52 PM, APenNameAndThatA said:

One good thing is that you can cut the throttle while you are working out what is going on. It is the first step for spins and spirals. (Disclaimer: I have 120 hours.)

 

Going on hours I have 119.6 and correspondingly less informed 🙂 Condolences to Rays family. I tell mine I try really hard to be safe and if something terrible happened it’d be okay. My favourite personal pursuit life experience... learning to fly, overcoming the odds each time as they stacked up against continued pursuit of flying. The people you fly with as you progress, each experience a special bond together in the cockpit, new friends who come with their experience and their aircraft, all the aspects of the experience coming together when you’re up high on your own and in control and confident in yourself and the aircraft.

Spin....TARE or PARE Throttle/ power idle, aelirons neutral, rudder opposite spin then gently recover elevation. (Likely doesn’t need to be so gentle, more making sure the same type of response will be drummed in so I’ll treat spiral with proper respect in altitude recovery.

Spin slow so act on above after a glance at the airspeed.

Spiral fast so airspeed and/ or air noise quickly confirming. Both respond with throttle off, spiral is wings level as aeliron activity, gently regain altitude. 
 

Spin and spiral not too different a recovery with likely no rudder involved in spiral. 
 

I’ve written the above as a personal refresher after checking bold method. Certainly had TARE drummed in hard during training.

I was watching YouTube of Ido Segev short land the Foxbat by pulling out flaps. Not something you’d do without a load of experience and definitely not while under instruction. Would have enjoyed meeting Ido.
 

11 hours ago, Blueadventures said:

I was taught if stall occurs, in one of the above examples, at 27 kts then 1.3 times is 35.1 kts. Also taught to apply 1.4 which would be 37.8 kts.  Also anything above extra 10% (35.1  being 38.61 kts) will increase the effect of float ) any slight bump on surface or bounce will see you remaining airbourne. I am not an instructor so that my comments as sharing conversations I have had with some of my direct instructors. Cheers  and P.S. you will enjoy the Nynja you have. I have flown the 22’s and now fly the NY.

Yes, I was just thinking the last few days about the Nynja obviously being more slippery in air than the A22. Not quite as good as the streamlined A32 in the crash. 
 

Speed. Yes, 1.3 or so in the heavier aircraft like Cessna. They are so forgiving. Any wonder they can stay in flight school service for decades without incident. I think my second lesson in Foxbat coming back from USA and 172 I was with one of the invariably nice instructors at Tyabb. Over the numbers with about 20% throttle and say 15 knot headwind and I completely cut the throttle. It surprised me, the instructor and the Foxbat. We all dropped most of the way to the runway and instructor eased some throttle on. Lesson learned! These lightweight aircraft stop penetrating the air in front of them quickly where the Cessna just lumbers on without much fuss.

I then learned the same thing in ultralight flying in Philippines. Tried reducing the power at pattern altitude and again on final. Grizzly old local instructor told me that we are all the same. Want to cut the power. These aircraft just won’t fly without it. 4:1 drag so double hit. Drag and light weight.

At this stage of my flying I’m mostly expecting the A22 to behave if I’m sneaking under 50 knots with a windscreen held landing spot on runway. The 1.3 or so would be say 35 knots or even lower with just pilot and low fuel. Add safety factor of that 15 knit headwind suddenly dropping away and you’d be at 20 knots quite fast. Not a realistic example of course. Still, a drop from 15 to 10 would be pushing the safety factor. So, the light weight recommendation of 1.7 or in this case approx 47 knots. 
 

That’s my book theory and practical to date. I still float a bit and wave my wings around a bit and occasionally over compensate right rudder when the wheels leave the ground... work in progress 🙂 

You have the actual experience. May I ask what airspeed you’re at prior to round out typically in Nynja? 
 

I’m guessing you’re turning final around 50 knots and looking for around the 40. Last year I remember being down to 43 knots on final with a young mainly GA instructor in Foxbat and told to push the nose down. Understood and did so. I do think 45 to 47 knots would result in safer landings in the Foxbats. Only problem of course is the variable of the wind.

This is my take home from LSA flying after GA

Yes, these light weight aircraft have more fun factor with their lively climb and response! Tick that box!

No, you don’t have to fiddle the controls a lot and try to remove the yaw and roll as they start. I think this was my biggest hurdle. Instructors helped and I started to let the aircraft settle again. Bit like reacting to each wave in a boat. Yes, react but not always and not so much. Maybe starting LSA I’d have had an easier time of it.

Yes, these aircraft both slow quickly and conversely won’t land. 
No, don’t take the throttle out too quickly in windy conditions.

No, the aircraft doesn’t want to land and you’ll just have to be patient. 
No, the aircraft didn’t want to descend on final and you better sort that for next go around. Particularly with a strong crosswind or thermals.

Cessna does all this of course. Just so much more gently.

Back on topic although I enjoy a meander away as much as the next and Yeah, I don’t get beer or at least not fosters and Carlton and the stuff we grew up with and no better in USA with Budweiser (butwiper) 

Discovered craft beers and totally different experience.

Was just reviewing the Foxbat website this morning. Reason was annoying floats in the A22 last weekend where I was really trying to keep the speed under 50 knots. 55 knots seems to pretty much guarantees a nice long float...I would like to put it down to the covid vaccine 24 hours prior but not a very good excuse.

Here’s a few bits lifted from site. Bold relevant and underline really relevant depending of course on what actually went wrong.

Let’s go ballooning
So, what’s wrong with more speed? There are two main reasons but first, remember light sport and recreational aircraft are very low weight (read: low inertia) aircraft. So, like a small car, these types of aircraft will change direction much more quickly than a limo, a ute or a truck. Not that I’m suggesting your average Cessna/Piper etc are trucks…. As a result, when landing, the controls are much more effective than bigger GA aircraft and to much lower airspeeds. At only slightly faster speeds the controls are even more powerful, so if you are too fast when you pull back to flare, the aircraft will not just flare, it will start to climb again, even with the engine at idle. This is called ‘ballooning’. When you go ballooning, the impulse is to push the nose down to reduce the sudden climb. Unless you are very quick (and/or experienced) you’re likely in for a bent nose leg and/or busted propeller. Another alternative, just holding back the controls during the balloon, can result in a stall from an ‘unsuitable’ height above the runway, leading to a (very) heavy landing, which could damage the landing gear or worse.

Calculating the correct threshold speed
Which is where we get back to speed. There’s a GA rule of thumb about landing speed over the threshold. This says you should aim for about 1.3 times stall speed in landing configuration. As an example, with a stall speed of 45 knots the aim is (technically) 58.5 knots over the threshold – which is usually rounded to 60 knots. With low-inertia light sport aircraft, which have lower landing speeds, it’s probably safer to go for about 1.75 times stall speed, as wind gusts can be a much higher proportion of approach speed. So, for a stall speed of 27 knots (A32 Vixxen) the threshold speed should be about 47 knots – which is exactly what the pilot manual gives. Note – this is 20 knots ABOVE the stall speed!! If you come in at 55-60 knots over the threshold, you are flying about twice as fast as the stall speed – no wonder the aircraft is difficult to land!
What a drag
There are big differences in drag between aircraft. And drag affects how quickly the aircraft slows down when you throttle back for landing. The more the drag, the quicker the aircraft will slow down and vice-versa. To some extent, high-drag aircraft are easier to land than their more slippery siblings. As you cut power and round out to land, they will slow down more quickly, so if you are a few knots over the correct speed, they will help you out by slowing quickly. However, the more slippery the aircraft, the more accurate you need to be with the threshold speed; this is because if you are faster than you should be, the speed will not wash off quickly and ballooning and floating become much more likely.
As a comparison, our A22LS Foxbat is much much draggier than the A32 Vixxen. This is clearly evidenced in the fuel economy and the extra 20knots at cruise speeds. While the book figures for landing threshold speeds are much the same at 49 knots, coming in at 55 knots in the Foxbat will still allow you a reasonably easy landing. Try it in the Vixxen and because of its low-drag airframe, you’ll probably do a lot more floating. Add yet another 5 knots ‘for safety’ and even the Foxbat will take a while to land and the Vixxen will take you all the way down the runway into the fence at the end.
Landing weight
There’s an important additional piece of information needed here – the landing weight of the aircraft. All manufacturers quote stall speeds at maximum gross weight – for light sport aircraft, this is 600 kgs. If the stall speed is 28 knots at 600 kgs, it will be noticeably slower at (eg) 450 kgs actual weight, which in an A22LS Foxbat equates to the aircraft with one pilot and 50 kgs (70 litres) of fuel. In fact, it could be as much as 3-4 knots slower. Re-calculating the approach speed for this weight: (eg) 25 kts x 1.75 = 44 kts.
Hopefully, instructors  teach their students properly about the difference weight can make to stall – and thus landing – speeds. This is particularly important for light sport aircraft, where the pilot, passengers, fuel and baggage make up a much bigger proportion of the weight and therefore have a much more significant effect on speeds than heavier GA aircraft.

On 28/03/2021 at 5:07 PM, facthunter said:

I've forgotten how long ago I stopped smoking.. That ones a no brainer. GOOD wine is so cheap it's hard to stop, but getting there.  Nev

Cheap wine is completely the opposite. It takes a while to get used to and consequently hard to start. It tastes okay after the third day and I try to remember not to buy that brand of chateau cardboard again. Bottles, yes, just not drinking enough to justify.

Nev, I’m sure lots of posters know your history. I don’t. How come you have so many facts. They look believable as well which I find impressive.

Onetrack, exactly! It has to be looked at differently. I’d not considered the points you raise. In some ways it’s an electronic version of crop burning. 

Back to the hardware...Each major conflict has involved trotting out the lessons learned decades ago in the previous one. Aircraft carriers being pacific war deciders. We are in the pacific and it’ll be different again. All money spent on carriers wasted. Just targets to take off the table. Targeted from top, bottom and sideways. Hypersonic from space, cruise sideways and ocean floor ambush drones ready for straight up. 
 

Looked at this way Australia is pretty safe from invasion by sea if defended properly. Air is a different matter. Heaps of small mobile air defence missile/ drone systems. Keep an eye on potential enemies and just make sure we have a multiple of hidden systems that can’t be overwhelmed. Say 5 to 1 defence against their attack capability. Overwhelming would need to be the thing that sits them back on their arse scratching their heads.

Expensive jets and pilots. Targets. Sad, really sad but just targets to take out. 

Will we learn the lesson. 100% no. It’ll be land, air and sea targets we spend a lot of money on so some geeky kid with a joystick can blow up from his or her overseas bunker. 
 

Probably the best defence of all is economic linking. That was happening up until a few years ago. Now it’s a race to independent manufacturing, Especially electronics.