kgwilson

I disagree. You do not eventually have to transition to wing down at all. For most crosswinds except approaching the aircrafts crosswind limitations (say 15-20 knots) the wings stay level and you just kick the rudder to straighten up to the runway a second or two before touchdown, and keep the rudder that way and ease off as you slow. You only use aileron in to wind after touchdown and ease that off as you slow. It is essentially a reverse of the method you use for takeoff. When climbing out in a crosswind if you want to keep along the centre line you will be in a crabbing upwind climb.

Great crop of fireweed.

OT as I remember it was the other way round. Most users preferred the Xenforo software at the time. I don't think it matters as you will become accustomed to whatever you use after a while.

Riccardoes at Port Macquarie couldn't get rid of their pick your own strawberries this year so they teamed up with a bottling outfit and made 25,000 jars of strawberry jam. Sounds way better than the other alternatives.

Good article. When I was training crabbiing and rudder to straighten just prior to touchdown was taught. Wing down approach/sideslip was not. In very windy cross conditions I now do use a bit of wing down when close to the ground but approach to just a few feet off the deck is always a crab. When landing in over demonstrated crosswind limits, the problem is not landing but keeping the aircraft straight once on the ground. As I lose forward momentum the aircraft wants to weathercock and controls become useless. In this situation I always choose the grass (if there is any) as it allo

My second Hang Glider was a Pacific Kites Lancer 1 and it was 30th of January 1977. I trudged 900 feet up the Kaimai ranges near the Western rail tunnel portal (Kiwis will know where this is) with some mates and took off. It was a 5 minute flight to the bottom. I landed in a paddock that had a heap of cows in it. I unhooked & was getting out of my harness when they all started coming over to check out what was now in their paddock. As they got closer I realised the were not cows & they were not steers, they were all young bulls. They started licking the glider & I chucked the harne

I have landed in farmers paddocks numerous times during my 20 years hang gliding. Never once asked permission as I couldn't. If the house was near I always went over and knocked on the door. Most of the time there was no-one even at home. When there was someone there they were always happy and no problems etc. Often I got invited for a cup of tea or a beer, invited to use the phone (no mobile in those days), toilet etc. Farming people are among the most hospitable people around. Several times the farmer saw me land & got his 4WD or ute out, came over & transported me &

The brakes on Jabirus are not that flash and I hear a lot of people commenting on their very average performance. They look like pushbike discs to me and that hand operated lever is certainly not my cup of tea though it has a simple handbrake lock function. If I ever built a Jab I'd do what I did when I built my aircraft. I installed Matco MHE51B Disc brakes with MC 5 individual master cylinders for differential toe brakes when I built the Sierra. They can be coupled with MC 4 slave cylinders for the co-pilot but I didn't bother. With the Matco wheels I added a bit of weight but t

It was disappointing that Garry was much maligned by some. He produced a design that is exceptionally strong and with a performance envelope as good as and often better than many plastic fantastics even today and that was 11 years ago. I was at his factory a number of times when people would call in & he would stop and show them around and discuss anything they asked about. When things got very busy he had some young people come in for work experience and in the case of the Sierra that hit the Ferris Wheel there were a few issues of holes being drilled in the wrong place etc. That may have

No he didn't. Read the link in OTs post (if you can stomach it)

Garry was not good at documentation but he is a gifted (self taught) aeronautical engineer. His build manual was virtually unintelligible but he was always there to provide answers and advice on the phone. He'd had plans professionally drawn so that is what I used. The kit was mostly lots of aluminium extrusions, rolls of sheet, a few fibreglass bits straight out of the mould & nuts, bolts, rivets etc. He relocated back to his home town Blenheim in NZ & has a hangar at Omaka aerodrome. He had a major structural failure in the motor glider he built at around 11,000 feet & 1 wi

Christine Holgate was stood down in October last year due to bullying by Scotty from marketing. She oversaw some excellent improvement in Australia Post and was a champion of the small rural Post Office owners, many of whom were struggling until she did the deal with the banks which also benefitted locals in remote areas. I don't see how you can blame someone who has been out of the job for 11 months for current slow delivery.

I don't know why but I got my Sportpilot almost 2 weeks ago. While there has not been a lot of flying and no real flyins or events to cover due largely to Covid, I found little to interest me. 16 pages are given to regurgitating snippets from old editions, there are no technical articles, a flight test article that said virtually nothing about the aircraft that is not on the manufacturers website, the obligatory boring notes from the RA-Aus hierachy, a travelogue with nothing about flying there & a few other things that are not that interesting. I found the "Whats it like to fl

I notice my aircraft type (Morgan Sierra) is missing now available from Ray Tolhurst of Wedgetail Aircraft. It was on the old site. There are more than 40 flying in Australia. From the same stable there is the Joey & Joey 2, Super Diamond, Cheetah, Twister & Cougar.

Which is why you have no more to give.