Hargraves

Quite right Nev, one of the truest statements i,ve heard re flying was, now you have your licence you can really learn to fly, cheers Hargraves

I have had personel experience with instructor not (as experienced on type) as myself, which resulted in an inflight fuel transfer from the auxilliary tank to the gravity fed main, overflowing and painting the aircraft with fuel until turned off. Despite the time to transfer being questioned by me due to the differance in tank capacitys which would result in overflow. The very valuable lesson I learnt from this was that student or not, nav lesson or not, when you know its wrong and your flying her, insist that proceedures be done the right way, as YOU know it.

I certainly would have preffered it if the instructors and aircraft I wanted were around the corner from home, the point is their are instructors and then their are instructors and thats why I bit the bullet and traveled like I did coupled with working week on week off it was definately the way to go.

The subject touches on what i consider to be THE most important step in learning to fly, I hunted around for not only the right instructors but just as inportantly the right training aircraft, having applied common sense of wanting to start "at the start" I ran up nearly 7000 road kilometres over 8 months traveling to and fro from my selected instructors because I also believe training that is not compacted is better learnt and that their is no better intro trainer than the J3 piper cub, that is my opinion and won,t change anytime soon, cheers Hargraves

If you lose your engine at any stage of take off your on approach weather you like it or not, if you maintain control the differance is where and what you hit. Cheers Hargraves

Whenever possible all my approaches are glide approches, adjusting attitude, for airspeed as I was taught to do, for the obvious reason of thats whats required when the bugsmasher stops.and I think any BFR without an engine out landing practice is,nt the complete deal, cheers Hargraves

Great news Bob thanks mate i,ll ring you tomorrow with details, cheers Mick

Airspeed, Options, Airspeed, Options, Airspeed, Options, Airspeed, A thorugh heat soak via a warmup then shutdown, wait five mins then operations, or a long taxi and wait, never on slow idle is the way I operated my first GT500 and will operate my second one as well, this accident was caused on the video evidence provided by pilot and instructor error in my opinion, i,m glad it was,nt worse. cheers Hargraves

All good help thanks guys, i,ll hold out for the quicksilver manufacturers tool either brought or hired eh

Thanks for the info emu, still hoping one my turn up cheers

Hello people, i,m in the process of bringing back on line a GT 500 which has been hanger stored wings off since 2009. I will conduct fabric test of lift and control surfaces befor any flying is carried out, so i,m asking if their is any forum members who own and would rent a fabric tester for the purpose to save me having to buy one for this single use only, my mobile is 0414607563 if anyone can advise and/or assist I would be most greatfull, cheers Hargraves Mick

A terribly sad day for all concerned and just awful news to hear about for everybody. Looking at the recovered wreckage leaving the water, in particular the floats it looks like it may be just about impossible to determine their pre takoff condition in regards to one or others watertight integrity, which possibly may be a factor if indeed it was a low speed stall that occoured to such a safe and very experienced pilot.

Jaysus h darwin, fly tornado, I did,nt realise he was normal eh

Sorry for this drift guys but its relavent to command structure at least, in Gallipolie, that, had the first sea lord not already lost major capital ships (battle cruisers) trying to force the dardanells, to mines, I believe he may well have been more dissposed, with his own land warfare experience, to the placement of one capital ship bow first hard aground at anzac cove to provide the essential element that was missing, that would have made his excellent tactical plan a success, Their is no substitute for NGS in amphibious assault operations and one that could,nt be sunk is even better, that would have made all the differance I believe. And as far as systems progress is concerned several times during the Falklands campain NGS had to be withdrawn due to the single barrel automatic quick firing main gun breaking down. ( you would,nt want to have one of those old twin barrel 4.5 MK 7 DP semi fixed amunitioned turret guns would you, it might just keep going eh)

Its not generally known but the Royal Navy hasen,t changed it selection for advancment and command proceedures to any great extent for at least a century and this system manifested its self exactly during the Falklands conflick. Vis a Vis to excell and standout as promotion material requires a massive effort of determination and concentration in a particular branch of the service as no one could completly excell at all of them, its just too complex a job to do so, the nett result of this (second to none I believe) system is the anomily of an overall amphibious invasion taskforce comander being selected for the position whose brilliant career was accieved to a great extent in the submarine branch, and who, being human was biased towards antisubmarine protection of the taskforce, at the expence of more effective anti air protection, which is my opinion only, but supported by Sharky Wards book Falklands Harrier pilot. Cheers Hargraves

G,day sir, its the incorrectly spelt name of the argentine air commander responsible for their air war.

I,m a recreational pilot ie (beaches and paddocks) the beauracrats can tailspin till they dissapear up their own backsides and a more fitting place for them, I can,t imagine

Will working in austrailian defence support infrastructure building and repairing warships and their systems at the time I had need to remind some dear english expat friends of mine that their is no such thing as a conscript fighter pilot and that the greatest racing driver know at that time was an argentine. The poms were very lucky to win that one and did so largely on the training and determination of their men not their leadership which should be very obvious to any one who researched it. I also think that lomy dozo? Was very worried of the possible reaction consequences of a sucsessful defeat of the taskforce as he would have known the only way to defeat a layered antiair defence system is to swamp it with every assett at once not with three aircraft sorties one sancarlos was confirmed. but thats just an opinion.

I think it true to say that just about every pilot will have a differant opinion on your queries based on their own experience, intensions, age and financial status, but still the most important consideration is what you actually want to do and achieve. If you want to fly buy a cost effective aircraft that will at least achieve your first stage objectives. If your more interested in doing fine engineering than flying go the other way and enjoy that. True to my first comment, I to am biased due to my own experiences, intentions and timeframe finances and would suggest for a first COST effective and delight to fly aircraft you take a GT 500 for a fly. They are by no means the be all of everything in the air but are factory produced using CNC machinery with excellent design, workmanship and safety record and I repeat most importantly are a delight to fly. Iv,e brought another one regretting selling the first for hanger room for my storch reasons (only). Cheers Hargraves

It,s a good thing were concerned with global warming and ocean levels otherwise we might think of all the oxygen those engines are chewing up and maybe think about that instead eh, breathing longevity needs a little bit more priority than drowning risk, at this point i,m wondering (just saying) cheers Hargraves

Thank you for the help sir. The GT 500 in consideration is a two seater and has a mtow of 1000 Lb and as a 55 aircraft would have to go to experimental cat to acheive float configeration anyway as the factory doe,s not fit them. Its a whole box of worms for sure but efficent and structual sound design of the floats would have to be achievable (in plan) befor you opened the box I would say, so thats what i,d like to find out first. Thanks again for your help and interest, cheers Mick.

G,day again houndog do you know of the float desingers contact number as i,m keen to learn of the method required for bouyancy calculations and size. As a retired TQ shipbuilder its not an ailen concept to me and though I loath the mess and smell of glass work, I have been doing a little lately on the yacht and could well decide on a float build if a proven technical plan of construction techniques could be advised. My email is [email protected] ph 0414607563 if you can assist in anyway, cheers Mick

My victorian fluency increases at ambient temps above about 27° C Glen so no probs up here eh.

G,day Wes everyones an FNG sometimes welcome sir Hargraves

G,day Glen Cabulture /1770 is a long hop for 60 kters and our club at chillders (isis flying club) is right alongside but out of sight of the bruce hwy an idea might be to contact the club and ask to overnight their. Your support vehicle would not need to be off track and we are a friendly lot here so i think that would work well for you and may also provide local strip location alternates in case of emergencys enroute, just a thought sir, cheers Mick