Hargraves

Here,s a pic

Loverly air this morning chaps so, up for my first storch solo, half a dozen ccts then off to a cuppa with Hugh at chilly, smooth as all the way with a bit of overcast keeping it cool. No other tailfeather airplanes around and about but a nice way to spend the morning anyway. Thanks Hugh

Got a long, long, long way to go befor I can match my birds capability but Brett and I sure am looking forward to learning it all. In still air she was climbing out at only 4000 rpm and had to be throttled back to fly the strip. Just wants to fly eh.

G,day taildragers all. Thursday at sparra was nil wind as predicted and I managed to get in some short solo strip flights and bum up taxi training as well, blessed to have a 2 klm main and 1100 cross all to oneself for training eh. I,ll post a pic or two of "afters". (No one mentioned you need to be part monkey to service these old girls)

So right sir, lovely all day, long range forcast is thursday even better hope their right.

I,m only a low hours pilot but I very much remember that hight eaquals time eaquals safety and I think in this transit flight that was the salient and prime mistake made. I would thank this pilot for having the character to allow us to learn from this accident and I,m very glad he,s ok

My experience with silvertop 582 rotax two strokes has been absolutely positive and I believe that is directly related to engine maitenance and timeon monitoring. It is reasonable to expect that a very high preformance low weight to power engine will have less longevity than an engine with less preformance and more weight to power resulting in less operational stress such as a four stroke. And that I believe is the reason for the two verses four stroke controversy. The answer for two stroke flyers is engine condition monitoring and efficent routine maintenance and not expecting similar tbo,s to fourstrokes.

Not having flown in the area but did visit Katoomba and the Three Sisters in my youth and its all tiger country.

Hi All,Late yesterday and early this morning it was time to start on my mate and co-owners tail wheel endorsement. Only early days but things coming along nicely. The Courier is turning out to be a nice handling, very capable and somewhat forgiving aircraft. I have managed to put 14 hours on her in the last few weeks and always finish up with a big smile on the face.

After some circuits at Childers took the short hop to Maryborough for a cuppa with Russ from Pro Sky Maryborough. Here's a couple of pics, the lake is Lake Lenthils which lies between Childers and Maryborough.

 

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Yeah she ain,t pretty though but a nice flying platform nether the less hoping to have here their sat if not i,ll drive down with the sheep eh

Having trouble transfering the storch pic i,ll try again sir

When you get a chance post a few pics of the Storch and the Supa Pup. Can never get to many pics of taildraggers.Here's a reminder, Childers Quarterly Breakfast fly-in 6th Feb 0730-1000. All welcome. We might end up with a long line of taildraggers parked out the front.

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Gravity assist would allways be an advantage i agree

but the same something going wrong is also applicable and possible when the only method of transfering auxillary fuel from the external low mounted tank is via its seperate transfer pump. Looked at from the position of systems complication their would be more oppertunity for something to go wrong in a single continuious fuel delivery system involving two more tanks and plumbing than the proposed solution of two seperate and, independant deliver systems providing double redundency

Not what i had in mind exactly sir. Two seperate ways of feeding fuel is what i have in mind one from the auxillary tank transfer pump to engine with mains isolated or current mains feed with auxillary isolated with no cross tank transfering required..

Congratulations sir a truly wonderfull aircraft. Iv,e always admired them having trained in a cub and seeing the differance. I,m having some engine issues with my storch at present but hope to fly her down to our breakfast if corrected by then. Cheers Brett

Hi All,Launched at first light for the short flight to Maryborough. Spent a good hour with Russ brushing up on the finer points of wheeler and three point landings, on both grass & tar. Also had a chance to fly a couple of circuits from the rear seat. Aircraft handles bueatifully, the bloke driving could do with some more practice. Here's a couple of pics.

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Auxilliary tank plumbing practices. Just brought an SS4 storch with standard twin wing tanks and standard 38 ltr centerline auxillary tank. The fuel system is plumbed in what I belive is the standard method and requires actuation of the auxilliary transfer pump,to pump fuel to the main tanks when required. While I understand the advantages of an overhead gravity assisted primary delivery system particularly on an aircraft who,s auxillary tank's pick up is 5' lower than the mains, the fact that fuel can not be transfered without the use of the transfer pump in any cicumstance leads me to question why it would not be a better option to have a fuel delivery system that delivered direct to the engine from the auxilliary when required via isolating the mains fuel taps and the procedure decaled suitably. The current system allows fuel in excess of an individual wing tank,s capacity to be dumped outboard via the tank vent this is problermatic due to the inherent yinaccuracy of the wingtank gauges in flight and the larger capacity of the auxillary tank. Any assistance and advice is most wecomed

Just brought a GT500 and loving it ppl convert

Does anyone have any idea as to whether wing removal on a gt400/gt500 is an easy task?

tallyho hargraves

HiGuys does anyone own or have any flying time on Quicksilver GT500 aircraft.

 

Thanks

and a lot slicker than the drifter. Solo with the 582 5000 rpm gets me just on 68 kts in still conditions

and very good rudder control plus an all triming tailplane alla cub makes her a smooth preformer.

on the downside single actuating push/pull cables create, in my opinion the inevertble lag in aleron control

imputs which translates to heavy control feel of same. Aleron spades have been suggested as a posible help

but I believe a duel (opposing) push/pull cable to negitate the control lag would be a better solution and provide

a backup system in the event of a cable failure (as and added bonus) My bird will let you know pretty smartly

if you fail to monitor landing speed correctly, and can be quite lively in blowy conditions which can dictate flapless landings due to the very effective flaps fitted (30 degrees becomes a huge airbreak) something that drifters don't have

to think about. anyway take care and safe flying tallyho from hargraves

They are tough little aeroplanes

Goodafternoon people Hargraves here again just a short note to stay in touch. Missed my training this fortnight due to family health

problem in lismore so i'm only an hour and a half further along than last post and should be able to catch up next week I have been averaging a little under 4 hours a month in fortnightly lots which is about all the wallet can stand at this time. Still doing touch and go's

and emergency landing proceedures and practices and loving it. It was a very tragic prang at gympie 2 weeks ago, though I'd never met

the guy myself we shared a hanger with the spitfire for a while and it was a work of engineering art and a real shame on both counts

anyway people safe flying and catch you next time tallyho Hargraves

G'day dazza 38 thanks for the welcome and I'll stay posted Hargraves

G'day stixy So far the x-air is looking very attractive and competitive new price wise and I'm extremely keen to hear all about

your views and experience's in one which engine are you flying with and where's skyranch located, safe flying Hargraves

g'day frank I'll stay posted Hargraves