Mike Gearon

I notice bare feet on the rudders 🙂 Much better than my thick sole runners! Beautiful countryside you fly over. 

One of my local airports had a stuck mike or intercom thing going on recently. I could hear both sides for a full 5 minutes. It was almost all a foreign language with English from instructor for radio calls followed by the student repeating. I chose to make my radio calls as if they could be heard and took off. I guess I could have changed to 126.7 ? Next time….

I was proceeding across the bay then decided with low cloud to follow the coast to narrowest crossing point with glide in mind. I then heard foreign language with “right turn” interspersed. I expect the lesson was the other pilot wasn’t far enough from the airport to change direction. That is also an interesting one. If I’d maintained circuit (already well outside the actual circuit) then turned left back over the airport cloud cover was a little too low. I’d also have been doing so with other aircraft almost certainly not in communication…If I’d just proceeded across bay I wasn’t happy with height. I guess this is all why you never stop learning. I add a little something each flight.

Windsock. It’s pretty much a 02 20 runway and fairly good chance it’ll be a 10 to 15kn S to SW. I’m usually in the workshop/ hangar and happy to see pilots visit. I’m currently tiling the 120 sq m hangar floor. It’s my punishment for making 5mpa French island concrete. Okay until you decide to put in a hangar and want to paint the floor…too soft.... only solution is tiles 600x600 ceramic gray tiles..

You’ll want to be sorted as I’ve mentioned by the workshop. There is a 10ft wide area that’s smooth with undulations that timed right will pop you back in the air “surprise!” And you’ll patiently wait to as your aircraft lands a second time or go around. Indemnity… by reading this you accept it’s entirely your responsibility to ensure your safe arrival and departure and my runway could for instance have a big bull hole in it that causes all sorts of difficulties. (Bulls make these to impress the girls) 

I’ve discovered yesterday after many landings the teatree hides the early site picture on 20.  I came in at 55kn and down the teatree line then gentle right turn line up  with a total of about 150m from fence line to aircraft gently pulled up in a few more meters. It’s the bloody teatree and my neighbour wouldn’t take kindly to a chainsaw event. There is of course another 250m to 300m of downhill after the workshop. I’m just pushing my skill set for bush field landings. 
 

Windsock, finally got that 15kn windsock up yesterday and compared it to Actual. Pretty good. 10-12kn  gusting to 15-18kn  readable on the windsock. Only reason I was comfortable yesterday slightly pushing the limits on approach.

Aircraft pic. Surprised how much baggage one can fit in a Nynja for the Christmas gift run to mainland. Very well seat belt  strapped in and bungeed. Minimal weight in baggage area. Still…. Next year my wife can take more on the boat and I’ll fly with less! 
 

Husky popped in today from Tyabb. 

46 minutes ago, facthunter said:

There can be quite a few "finals" at aerodromes especially for first time visitors. Even when "Final for 18 " is lined up to land on another runway. You may get the odd reciprocal landing down wind. A Glance at the Compass would sort that out. Nev

Exactly as you mention… a quick glance at the compass… always. I’ve learned this through experience unfortunately. 

Yeah, the RV6 will make short work of the 300 or so NM. The blackshape landed with that tiny nose wheel and handled the cow hoof impressions okay. I’ve since filled them in and rolled. My larger wheels were doing okay and I look forward to next smoother departure and landing. Notes for landing… You’re welcome to visit anytime. PM or phone 0488585980. Fly in. Yes, I’m thinking local guys first from Tooradin and Tyabb then we expand.

1. Don’t fly over the houses to east and west (please) 
2. Left pattern for both 02 and 20. I tend to let Tyabb know on 128.00 and Tooradin on 124.2 when I’m arriving or departing just in case. Both have flight schools conducting air work over French Island and it’s an overfly for Gippsland traffic likely to monitor these 2 frequencies on the way through.
3. Suggest using the  workshop/ hangar as abort point for take offs and landings subject of course to all the flying variables. I’m in the air quickly so tend to just come out of the hangar, turn left and take off. 

4. Wind sock. I have a nice 15kn orange windsock. Just have to frame it and mount midfield. Soon…

5. 20 most likely due to prevailing south westerlies. I tend to do a straight in coming from Tooradin. 
02 is in a lot of ways easier. No obstructions comin in off the bay. 

02 is I’m thinking preferable into a light tail wind with no obstruction on approach from the bay and some 300m uphill then 250m downhill to sort it completely out of power on for a go round.

It is unfortunately undulating. Uphill and downhill with undulations. Makes it interesting 🤔 I only just found out the grader driver blacklisted me and never intended to grade it back when I had it finely tilled and ready in March. I’d practically beg on the phone and had no idea I’d been “disrespectful” Hazards of a monopoly on a small island. I can bring in a family owned land grader with GEARON written on the side. It’d be tempting except for the cost of float and barge then tempting again when I drove past the other grader. I’ll try begging again first. Happy to debase myself to save some money and I actually like the guy! The island is fun with a mixed community and loads of bnb options,  a winery, a wedding reception place that’s really well done (Mandalay Park) and a quirky general store,

 Will be happy to share it with fellow pilots. We have a new one on the island as if a few months back and new runway in the works. He hasn’t annoyed the grader driver so we can expect a smoother runway 😊 

Yeah, ferry runs to a schedule. Google French island ferry. Some video here of recent landings. The Black Shape you see here is for sale. http://plaaviation.com.au/

It is very cool. Retractable gear, 140kn cruise and a cool sounding exhaust. Same 912 I have and just way better exhaust note!

Videos…. My typical landing. (Narrative was for Facebook not for pilot viewing! ) I was surprised to find the cattle pretty much ignore the aircraft including not getting out of the way unless I’m taxiing directly at them. I’ve trained them to be calm and quiet. Nobody herds them. They are called to change paddock and never chased. They are very quietly handled in the yards. So, it’ll be farm by farm and my cattle aren’t “typical”

Videos… The Blackshape came in and took off with that small front wheel and did surprisingly well. I’ve since filled in all the little cow hoof holes that shake the aircraft. No grader coming in this year so while the runway is much smoother it’s a challenge to deal with the up and downhill and the gentle rises and falls on both uphill and downhill.

. I’m learning… newest was to remember to stop holding the nose wheel off if carrying speed at the turn to downhill. The aircraft will want to fly again if carrying any speed. So, stop holding nose off at apex then gently back on the stick as the downhill run settles and slows.

Good information. Really good! Thanks.

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