Mike Gearon

I think it’s taught but you’re overwhelmed with everything else going on in the learning process. I’m 3 years into my flying and early days I’d be in the car and pretend the intersection coming up had wind and landing directions along with traffic to remember. I’ve just purchased this https://uavionix.com/products/pingusb/#416120cea4ad7a2c9 Brings in UAT 978 and 1090 but not weather. In the USA I have Sentry. It’s ADSB into ForeFlight, USA weather along with CO2 monitoring. Not compatible with AvPlan unfortunately. Looking forward to getting it and adding to AVPlan aircraft picture of the surrounding airspace as an adjunct to listening and building a traffic picture. This product no doubt keeps going once you leave mobile coverage. I’ve just learned something while looking up how Avplan brings data in…..Cellular are blue and ADSB receiver green. from avplan…. Our cellular based traffic system, AvPlan Live, also includes feeds from ground based ADSB and FLARM receivers. Traffic received by these ground units is also displayed on AvPlan EFB. If you also have an ADSB-in receiver, the traffic via the attached device will replace that received from the ground. Traffic targets in AvPlan EFB show aircraft callsigns (where available), current altitude and groundspeed. The altitude has an arrow indicating if the target is climbing or descending. The velocity vector indicates the position that the target will be located at in 1 minute in the future. Targets via cellular are blue, and targets via an attached ADSB receiver are green. Targets are not displayed if the data for the target is older than 90 seconds. To summarise, there is no one affordable solution which will provide full coverage;

“Tell us about your last flight” This is really telling yourself about your last flight! I can’t see it as helpful. My flying has improved dramatically the past year based on being lucky enough to fly a large variety of aircraft including floats and gliders. Biggest thing I’ve brought to my flying is to leave the little and even the bigger mistakes behind during the flight. Examine them afterward for sure. While flying aviate, navigate and communicate. No dwelling on any negatives during a flight. That’s by far the biggest change. I’ve also realised as I talk to other pilots we all get nervous to some extent at different phases of flight. For me it’s when I’m approaching a busy CTAF and trying to get a picture of the helicopter, the 3 warbirds and a Cessna all deciding to arrive at the same time. I can feel my hands and feet stiffen on the controls and try to relax and aviate while communicating. That was a lesson from gliders in USA. I flew with an American aerobatic champion and he was tough. At one stage he said “I can see that left shoulder rising, relax” I guess we all have instructor comments that stick. So, how again is that comment helpful? If it’s to make sure you always bring your A game I can see it. Blokes and Aches. That’s funny. Just found it on the map. 8,000ft. That’s some serious elevation to live at.

That’s true. Here’s an example. I flew through here Nebraska to Arizona. Well, a little further south and a little lower. Still pushed well above FL105. It’s terrain. Still remains a fact that somebody or group of somebodies sat around a meeting table in Australia and set it at FL100 when it could so easily have been compromised at half way to USA 29.92 1013.2 …FL140 and above. I wonder if I can call Melbourne Center as per 1.2.1 non mandatory radio call with position, tracking, type and POB and request east FL105 1013.2 qnh until descending to the bass strait island of choice? Say 10nm off the coast at Anglesea it’s only 20-25 minutes flying time to King Island at 130kn Not worth having scheduled reports. Definitely worth the extra glide height if 2000ft available. Re deploying a chute over Bass strait. That’s interesting. First, one would hope to not be flying in gale or near gale conditions. Second. Conduct a sea landing as if landing normally, that’s how it’s done right and at minimum speed above stall obviously. Still going to be a hard forced stop and just how hard is unknown. Even in windy conditions based on flying paraglides and you fly within the parcel of air regardless of its speed so it’s the same deal right. Your aircraft under a chute doesn’t know about its horizontal speed until contact with the surface. likely to be say 20kn or less and the waves would be travelling with you in that direction. I don’t think it’s helpful to examine too deeply or you’d never take off in the first place. I think the risks are manageable with IMSAFE and all examinations of weather and aircraft prep with Bass Strait obviously a higher risk due to ditching/ hypothermia.

Reasons to go tail wheel reducing order of importance in my humble estimation… No nose wheel to worry about during landings on bush strip with concerns for . First contact with the ground and how big the bumps and ruts are. . First contact with ground by nose wheel or tail wheel. Definitely tail wheel wins big here. It’s in the back and can just harmlessly be bumped a bit into the air by a rabbit hole etc that may take the nose wheel right off. Tail wheel still needs protecting of course. Slammed into the ground and stuff can break. . Crosswind. Nice to be able to plant the aircraft nicely on the ground where the aircraft isn’t easily thrown back into the air. A nose wheel is after rears make contact with the ground going to be gently skimming the ground or still not in contact. Easily thrown up into the air on the necessarily faster crosswind landing. I, again do this occasionally at the hilltop and being slow and back in the air I’m sometimes either at add throttle or keep off ailerons and mostly ruder so a wing isn’t dragged downward by the long flaperon. Tail wheel at this point is firmly in contact with the ground and really not a factor. . Braking. I’m doing this almost daily and really dislike it twice. First time is I settle the nose wheel down. I have an uphill and downhill component. If I’m late I have to try to settle the nose wheel gently then eventually brake while going downhill. Just not a factor in a tail wheel. Second is again being a little late and being forced to use more brake than you’d like because the fence is not that far away. Again, tail wheel wins hugely here. Just brake as hard as you like with little left and right corrections as needed to keep the nose very interested in the Center line and back off if the tails coming up. Worst case it’s started to go to crap and you apply power and correct or very worst case go around. . Reduced drag and increased speed and fuel efficiency. . it looks cool. I admit to liking the tail dragger look with the big tundra tyres. At OSH Kosh 2021 this Pipistrel Virus tail wheel was my pick of all aircraft at the show just based on refinement and efficiency in flight followed by the Rans S21 for its STOL and high speed cruise capabilities. pics below are the Pipistrel Virus that looks heaps better in tail wheel and RANS S21 which I think looks cool either tricycle or tail and those big tundra tyres in tricycle you’d think would handle anything. Makes me want to assemble tricycle first…. We will see. Reasons not to go tail wheel. So much less to worry about after a long fatiguing flight or not on your best game. I flew the Pipistrel to Tyabb yesterday and swapped out for the Nynja Even tricycle the Pipistrel Virus has a lot going on. CSU, airbrake and long wings. Flying the tricycle Nynja home with 20kn winds was almost go to sleep easy to land on the bush strip. Very happy to have the option with the Rans S21 build. It’s relatively easy to swap out if everything is prepared correctly during build (I’m told this is the case anyway). Same tundra tyres and a third one in front and move the wheels back.

I always have the iPhone and iPad open as part of a checklist. iPhone connected to Bluetooth BoseA20 as another communication method when in range. Wish the iPhone had dual sim like android. Optus and Telstra. Have to settle for Telstra card in iPad. iPhone backup to iPad with overheat/ battery problem in mind AvPlan or ForeFlight open on iPhone. . Yes, also lost the iPad to overheat. Definitely not reliable and don’t want a cooling backing fan or such. Already enough going on.

I had this exact conversation with a fellow pilot over lunch. Will do so!

I am just about to order a finishing kit for the S21. It’s currently TD and as it’s a shared build my buddy wants TD but not flown yet. We will add the nose wheel as option and understand the tail needs a bit of reinforcing. Yes, insurance is more. Not sure here but I Pay 3k a year in USA or roughly 4.3k AUD. Is here more expensive? I’m flying the tricycle Pipistrel here and miss the TD. Especially when needing to pull up hard on a rough bush strip and holding the elevator back knowing it won’t help much. TD just throw the anchors out, watch the tail isn’t coming up and concentrate on small left right corrections all the way until fully stopped. I’ve managed a tail loop so semi qualified to discuss. 😀

Yes, thanks for that. I did drop into a flying school and spent time with one of the instructors familiar with the crossing. Discussed weather and procedures at King Island. The crossing procedure you’ve referenced also helps. I’ll lodge flight plan next time maybe or sounds simpler to just report to Center after departure and at arriving coast. They certainly weren’t busy yesterday. The Pipistrel’s 17:1 glide at 9500ft is approx/ roughly 25NM. Ditching at sea would involve pulling the chute at say 1-2000ft. Center certainly knew about the unverified VFR flight as they talked with the two incoming transport aircraft. 25nm at 70kn best glide is say 20 minutes. That’s enough time to talk to Center and discuss glide direction and perhaps shipping to ditch nearby. I was surprised at the number of different vessels and oil platforms along the way. Out at 8500 and return at 9500. You’d be really pissed off with the regulators if the engine went out on a 8500 elevation that could have been 10500. It’s very nice in the states to fly at your chosen elevation subject to oxygen requirements. Those 2000ft at 17:1 represent some 5 or so NM if my maths correct. 34,000ft divided by 6000 . Yeah, you’d be pissed off a couple of miles short of a flat sandy beach! Who was it decided 10500 wasn’t available? You’d definitely want to meet them and discuss. Note…. I had no reception on King Island. Optus. Definitely have to put a Telstra card in dual sim phone for country operation. I purchased one and too cheap to activate the 60 dollar a month plan. Might have to find it and activate. Departing aircraft heard my taxiway call and told me he’d left on 35. Those guys were helpful and friendly on way in and way out! I think I did okay in decision making after hearing this in calling I was returning to apron. That was when I found no chart or option to work out taxiways etc because of Optus and AvPlan wasn’t feeding me anything new. Note to self…..always sketch the whole thing with taxiways as well,as elevation, radio notams etc… I’d become a bit too reliant on the iPad. anyway, I proceeded again. Called taxi on 10 because I was sure it was having landed on it. Turned left on 35 Not sure if it was a taxiway. Decided it was a runway being wide and long and all went smoothly from there. Next time will fly in better weather. Had a full rudder correction and had to pickup taxi speed yesterday after landing. Not ideal but it is bass strait! My daily view and in fact right now… you can see why it’s tempting and no, I don’t want to bob around in bass strait. Will repeat with due caution and maybe 3 islands over a few days.

King island today. French island to Tyabb for life jacket then south. I’ve been looking south from French island for 12 years. Today was the day to fly it. Well, calm early and it changed to windy later. Cloud looked like it was going to clear and I had a turn around plan the moment it didn’t look completely okay. Very relieved to hear central talking to pilots and finding out the cloud was burning off. 50 minutes at gs144kn TAS130. Coming home a lot longer! 2 regional were coming in at the same time. I heard central reporting my position and arrival time (same) and then one of the jets contacted me on CTAF. They were really good. We just agreed it was my first visit to King Island and I’d dawdle down the coast doing a bit of sight seeing. Hence the green squiggle on way in. I then spotted the second on final for 10 and made it easy to spot the airport. 20kn cross was interesting with the Pipistrel’s large wing. Just kept the airspeed at 70kn and first flaps only. Return to French island wasn’t much better. It handles the cross as long as 2nd flaps aren’t engaged and speed is. Way too much drag from those long flaperons for 2nd setting in turbulent cross wind conditions for corrections. Next time will fly in company and hire a car with overnight stay.

Here’s yesterdays landing. Seems made exactly for topic. My newly purchased Virus SW 121. I fly a tail dragger version in the USA with 15m wingspan. This is tricycle with 10.6m wing span. You’d think this would be way easier and it is unless on my bush runway French Island. I’m glad my buddy Trev filmed this. In a strong southerly I had it mastered in the Nynja. Don’t fly over the tree line because of turbulence with a 15kn plus southerly like yesterday. Just come in a little faster…say 55kn instead of 50kn and make a final small turn at the 10ft wide smooth part of runway. Well, that doesn’t look so good when you see the longer Virus wing dipping in right turn. It was about 70kn so a healthy speed for that part. Not so good for the rest. Long wing didn’t want to drop speed and you can see the air brake fully deployed. It was fully out before literally coming over the fence. Today the northern end gets its fences taken out. I’ll reroute the driveway. I’m laying some nice dam mud in the rough spots to create a new 10ft wide runway some 50ft west for a straight in approach instead of having to turn at the last. I’ll drop 10kn out of approach speed and it’ll be beautiful. Hopefully! IMG_8116.MOV

Heck Field Gold Coast to French Island. I knew about Victorian Kilmore gap. The QLD Gold Coast gap to the left of the boobs heading west is a new one to me. Flew home with 2 fuel stops and 750nm over around 8-9 hours in total. Averaged around 115kn GS with various head winds TAS from 132kn down to 120kn TAS at 6500ft Learned during the trip home what a beautiful aircraft the Pipistrel Virus SW 121 is. Level flight barely needing a touch on the rudder or left alone altogether with ball between the lines. Garmin Autopilot really easy to use. Really nice. Easy first landing Moree. 2nd landing Temora not so easy with a small bounce and nose high. I’d left the flaps at the descent zero setting! (They go to negative 5 for 100kn and up. I flew over the Wangaratta area family farm then timed trip home. Turned out to be 50 minutes runway French Island to Moyhu farm runway. Much better than the 4-5 hours car/ferry/ car trip! Going over the range rather than Kilmore gap really comfortable with 15:1 glide safety factor and of course the red handle BRS last resort. Final landing on my own runway I again missed adding flaps. I’d set to zero on descent then moved concentration to air brake. 15:1 glide needs the air brake! Won’t happen again. Checklist and flow will sort as well as not being stuffed at the end of a long journey! Anyway, exciting landing on my home strip because it’s 1000ft of uphill then a crest then 1000ft downhill with a tree line 300ft before the start. (I’m moving runway to both extend a bit and remove the 20 tree line from being a factor. Flaring with zero flaps had the whole sight picture gone. I knew there was a fence to my right and a left cross wind. Otherwise there was just a dashboard and nose with the coast ahead and no useable sight picture anywhere near the aircraft due to the descending portion of the runway ahead of me. During the downhill portion and keeping more to left of the fence And windsock I couldn’t see it again became very comfortable and I stopped considering releasing air brake and go around. Slowed more and then Behringer brakes on those larger tyres (compared to my Nynja) had a very relaxed pull up with 500ft ahead.

Here’s a 5400rpm cruise pushing 110kn. Quite a cross wind component. Some 30kn. Other 2 clips are landing and take off with 15-20kn tail wind on another new French island runway. Runway is an uphill one way operation due to trees, the uphill and surrounding properties. FullSizeRender.MOV FullSizeRender.mov IMG_8035.MOV

Turbo, reading that makes me think everyone should start in gliders. It’s always engine out landings and if we came in under 60kn we’d get a going over from the CFI. Have to retain aircraft energy for sudden changes in the surrounding air. I think particularly so in Phoenix where I was flying with all that sun energy changing conditions throughout the day. I’ve pasted in below your comments re wind shear. Expect I’ll get mine one day and I need to add full power in sudden drop to muscle memory. I’ll look up the rec flier thread on wind shear. I’d rather learn it here than during the event. I expect you’re dropping in the parcel of air with the sight picture changing and a desire to pull up to retain the original horizon and you’d either hold steady elevator or nose down slightly same as a glider in descending air. CFI yelling you’ve killed us. I’ve been there. Permanently burned in image of us skimming the mangroves as we didn’t do the impossible turn and prepared a landing in the black mud. Invaluable! However, the biggest factor that makes engine out landing practice deadly is wind shear. If you've experienced it you'll know exactly what I'm about to say; if you haven't, you'll have many different thoughts on your mind right now including what exactly wind shear is (we have a thread on this from about ten years ago covering the span of these thoughts. Over many years I've experienced two, both times with instructors on board, both on late final. In the first one, I adjusted throttle when I noticed the initial sink, and the Instructor slammed on full throttle as we started to drop like a rock. Left alone, even after years of flying, I would have killed us, but through his action we overcame the shear and cleared the ground. On the second one I slammed on full throttle as I felt the drop.....and beat the Instructor, the top gun who was yelling "we're gonna die" in the forced landing I mentioned before. Nothing like past experience. If you give away this redundancy by practicing engine-out landings, you'd most likely be dead in either of those cases.

That’s surely a failure at the training level. I did King school in USA. John and Martha King teach you to fly in a 172 in little video clips and teach you to pass your written with online exams. (I guess it’s Bob Tait here) Your CFI does the actual flying with you of course. It’s burned into my memory when John King says during a landing bounce “add a little bit of power, you can do a nice landing that way” then he does. Also, that pull back with application of power is crazy. I can’t remember any specific moment I learned this. Probably in soft field take offs early in training when I’d lifted us too early. I have that burned in as well. I can picture it on grass field Wahoo Nebraska. CFI pushed the nose down hard and it didn’t feel scary. It felt safe. I’m always adding power near the ground with thoughts of roll it on, don’t slam it on, right rudder as needed, wings level and keep the nose down. Yeah, I think it’s a training failure. The Lindbergh reference. Awesome. I was a little slow understanding dashboard to horizon/ shore reference in float planes. I was told often enough! Just slow to take it on. I don’t think the instructors tired of telling everyone the Guy from down under does everything backwards.

Hey Brian…..Very cool. I started into one of the YouTube videos on iPad. I’ll watch on the 80” later today to do it justice. Well produced! It’s making me want to keep the Quicksilver I have in Lincoln, Nebraska. KLNK. I’ve just stuck it up on Barnstormers at a bargain price. I’d actually thought about exactly what you’ve done. Take off from the ramp or taxiway. Lincoln Clearance, Lincoln Ground then ground and tower is often the same controller. Just ask if I can go! I will be back there June. Maybe we can catch up! Especially if I keep the QS. Reality is at Lincoln I’d have to get permission to fly it out of there just the once then would need to keep at non towered airport. We will see. I have

Well, you’re not too far from Hays, Kansas so the RANS makes even more sense.

This one. I really like the Nynja. I’ve just missed the refinement of the Pipistrel I have in USA. A Sinus tail dragger. It’s RAA registered. Belonged to the importer and only has 70 hours. I’d wanted a tail dragger and was talked into this with regard to long cross country flights and landing fatigued as I get older. It’s also a good 100k cheaper than brand new. Into the 300’s new. 130kn cruise and 135kn cruise if I lose the tow hook. Probably leave that in place for resale. These are good for 145kn cruise in tail wheel and configured right. Quite a remarkable aircraft. Add on this one a 17:1 glide , factory built, BRS, full avionics with autopilot and its quite an aircraft! I really like the panel. 2 top Center steam gauges. How high up and how fast am I?

Now selling the Nynja I’ve seen and flown. 59k. It’s advertised on plane sales and aviation trader. I have a Virus SW 121 to pickup in QLD in a few weeks. Open to offers so if you know anyone wants a quality build Nynja please have them contact me. Pics yesterday on cross country trip.

Cross country yesterday to Lake Glenmaggie. Return landing. Both of them…60kn and 50kn would have seen it stay on the ground. The dust/ dirt you see is in fact what we’ve discussed. A smear of dirt a few weeks back that’s filled in the cow hoof prints. Laid down and smudged in (railway line smudge dragged behind tractor) and most importantly done when we’d had rain so it was moist and had a chance to stay down and not blow away. Note…I’m saying Easterly in video. It’s SSE. Still, I’ve found a bit of speed over the teatree is more stable. IMG_7870.MOV

Re organic… yeah. Particularly relevant on a commercial project and the gradual decay of matter. Not going to happen! Removed for sure. This is a little more low key and if the runway in 3 to 6 months has dropped 10mm through decay it doesn’t matter. Relating to firmness It’ll just gradually become more firm with time regardless. I absolutely agree re cutting off the bump tops and a bit of filling. My east west should have had this treatment as temp solution. Learning….

Onetrack and Turbo have huge experience. I’d suggest we extract this into a separate thread. How to construct an outback dirt/ gravel and/ or grass airstrip or combine into a thread I’ve not found. I’ve been amazed reading this. I’m going to show to my new best mate pilot buddy on French Island. I respect his privacy so we will leave it at that until I chat about this huge depth of knowledge. It’s the type of thing we’ve spent months discussing and here’s major input! Way beyond what my experience by an order of magnitude. Note on organic matter. This is one of the big deals. A few points. 1. Roundup. Spray it and wait 4-6 weeks. I’d expect a tractor or motor grader to come in and deal with it without the clumping. I’d achieved this last summer with the natural summer die back and early disc prep getting the soil into a nice state that wasn’t too powdery that it would just blow away or be unworkable like talcum powder. Seen that! Just couldn’t get the motor grader in due to his workload March when it was perfectly worked and ready. Try again 2022! 2. Just disc and/ or power cultivator early prep partial working January then when soil damp (March, April) get it prepped and graded and seeded before winter. 2a. Runoff. Flat land definitely gentle camber and shallow drains each side that won’t upset a wayward aircraft..Examples… nose wheel that is put down still holding a crosswind correction and depart the runway (done that in Foxbat) or Tail wheel that’s mishandled (done that too) sloping land. Finally a benefit to slopes! Water is naturally shedding. Runway can have no camber. This is my case minus 2 dips that hold winter water. I’m planning on raising these 2 points at either runway end some 500mm with 300mm pipes x 18m wide. Hazard created to sides of runway at pipe ends offset by them being near each runway end. To judge by An airport I know fairly well the accidents tend to end up mid runway after they’ve porpoised or diverged or whatever wayward plan they undertaken. On both my property and my friends we have a large variation in material. Sandy soil down to say 150mm then clay. I also have basalt rock from cobblestone size to boulder, proper white sand for concrete mixing, black sandy soil and a gravel pit. Could in fact run a garden Center from my property. I’ll put pics here of the various materials. Also relates to what’s possible as Onetrack mentions. I’d never thought of stirring up the clay then mixing back in with the sandy soil. That’s big! During construction of my 1.6km driveway some 10 years ago we did this. Laid down the natural French island gravel/ clay mix with shallow drains each side and it was admittedly a little greasy. We then added 15 truck loads of white sand. Graded it in and had a very serviceable driveway ever since. To defend the Behrends grader blade it has an idle wheel stuck out the back some 1.2m. You then go forward some 2m to the rear wheels. It’s capable of 100kmh driveable surface. However that 3m or so never allows you to get rid of the gentle dips and up slopes. Motor grader is probably triple this and then add laser level and yeah. It can be done. Dips and rises…. They’ve put me back in the air a number of times when accidentally hit just right and I’m learning to ease the stick forward while still protecting the nose wheel and dealing with cross winds. That’s the reason for the bare paddock landing the other day as well as my mid strip upslope and downslope creating another layer of interesting factors. Cross wind turbulence from the teatree and bush block coming in from the north. It’s been a huge learning experience last month or so. Makes me think I’m a better pilot until of course the next stuffed up landing on paved flat runway on a still day then we get an ego check. That of course is what’s so nice about a Tail wheel landing. Just gently plant it down. (Within reason) I’m very grateful to you guys. Please visit when you get the chance. Bring a change of clothes for a stopover. I keep a plastic bag with overnight change, tooth brush and phone/ iPad charger in my aircraft now after being caught out with weather or new plans a few times. We have alternate of Tyabb or Tooradin as required and can get you over to island via aircraft, car barge or ferry. Everything but trains. pics. Southrunway dip holds water and I’m hoping to both take away the south rise and fill the south dip with a pipe to carry water west. Same north end. boulders from property. south dam we extract gravel from and increase water reserve. Win and win. Fire pit floor has natural basalt from the property. Off property are the Castlemaine slate and dromana granite. sandpit. Virtually unlimited supply.

Bloody hell. I’ve been farming and grading since 15 years old. This is a whole new level of experience. I’m really grateful for your taking the time on all this. Those east winds had me trying to grade it in and what you explain was what I’d hoped for. I have a Behrends heavy duty grader. It’s a big heavy bastard and it can dig in. It’s just the clumps on next run and yeah.. full angle and try to get them cleared. I fly for business and family reasons. Family health problems this last time. I can take the ferry or barge. It’s about 3 times quicker to fly and when I’m having family member health problem stress I fly better and arrive more relaxed. IMSAFE is of course relative to your own reactions to stress. Business stress large issue stuff runs me the other way. I don’t fly. Seeing as you’ve gone to all that effort I’ve just taken pics. You can see the intention. Grade outward left and right from a Center. If it’d worked I’d have gradually sent it left and right with a say 10m Center and flown in on it until say March or rain and bring the piled and now more manageable material back. You can see the big pumps where it just piled under the grader and wouldn’t clear (on full tilt) particularly down coast side where the dandy soil grows bracken fern with all that tap root. Hangar is next. I just today decided to put in a 17m wide hangar clear span with 12m depth and middle split raising door. That’ll take the Virus with 11m wing span I pick up,from Michael Coates in QLd soon. Maybe next week or so. It will also take the Pipistrel Sinus in USA when I bring to Australia. Getting engineering spec done now for that 17m span. Pipistrel motor glider here with tundra tyres. It’s flex model goes from 15m 27:1 motor glider down to 12m span with winglets changed out. Still 23:1 glide and 115kn cruise

I have one. Why didn’t I think of that…Even better we have another pilot on the island putting in a runway. I’ve provided my discs to him and he has a good italian mulching mower. You have a good point. I could have borrowed this and not had a bloody great furrow in the way of landing. It’d just knock the tops down amd even fill in a few lows. March/ April depending on season it’ll be cultivated north south and east west then my mate with the grader promises to make it beautiful. I now know I can land in the unprepared paddock. Only did that with slight desperation today and I’d phoned Tyabb to confirm alternate of their east west grass was available if I’d needed it.

Strong easterly had me trying the unprepared paddock. Surprisingly easy. The dirt furrow was an ill advised attempt to peel back the grass and form a temporary summer runway. Grass just clumps under the grader blade and eventually stops tractor. I knew this… wishful thinking I’d get it to work. Will disc and grade at some point. Loads of aircraft fly over. Will have to set an event at some stage FullSizeRender.mov

Yeah, I’ve already had a few. Pretending to be financial institutions warning of fraudulent emails 🙂