kiwicrusader

Hi Kaz, I too have many memorable flights in Austers...... today tho I spent the morning spreading fertiliser with an Airtractor in conditions that weren't so pleasant. 15 knots of quatering tailwind from the left on takeoff on a steep, rough very average 'airstrip'. Then off to spread the fertiliser on a block in the lee of a large mountain range. With the shoulder straps done up as tight as I could get them, I still hit the roof reguarly in the turbulence...... and do you know what...... I would not change jobs with anyone. You are right, we aviators are a very lucky bunch. Cheers, Kiwi.

Gentreau, I agree and I am sure the Jamestown Airshow organisers will look into this. I think the problem will be though who would take responsibility for all those movements, especially with no transponders, no tower to view all aircraft from etc.... Remember this is an uncontrolled aerodrome.

I was spraying near Jamestown during the show and I was coordinating with Jamestown ground on 126.7. As I I understood the notams it was a danger area from 10.00am local time til 4.00pm local time. Display aircraft were controlled by Jamestown ground on 126.7. It became a restricted area from 3.15 til 3.45 due to the roulettes display. After 4pm it was business as usual with alot of aircraft leaving with no control or coordination from ground so ctaf rules apply. On another note the 'he' flying the mustang was actually a she and from what I heard, yes it was very close to a catastrophe.

Vaseline I find is very useful for night time extra curricular activities........ I put it on the door knob so the kids can't get in!

I don't think you're looking into too much. I tend to agree with you, although I have never thought of it this way. The reason for the thread was to create this sort of discussion. It amazes me how many CPL's I meet that don't have a full grasp of AofA and I am hoping these sort of discussions would help. Cheers.

Horsham aviation services has a pretty good name I believe. Tony Brand is the man there to talk to, sorry don't have his contact details, but a quick google search will find them. Cheers, Kiwi.

Here is another one in similiar spirit. Cheers:cheers: Kiwi.

So we seem to all agree that the tailplane, whatever sort, controls angle of attack primarily. At what stage in the syllabus should we teach/be taught this after the initial training of elevator controls pitch?

As we know, we are taught that the primary response of the elevator is pitch, however in reality the primary response is changing the angle of attack, which in normal flight is what changes the pitch. My question is, if we taught that the elevator controlled angle of attack and not pitch, would the students pick up the understanding of angle of attack easier and more quickly? What do you guys think?

Here's a youtube explanation of how the GPS system works: One of my favourite Firebombing videos. Cheers, Kiwi.

Please consider 'Dust Up' as a comedy. Yes there is some great flying but the applicating and proffessionalism of these twits is about where Australia was 30 + years ago. I find Dust Up to be very offencive and makes a joke of an industry that has worked very hard to be proffesional and lift its image to the general public and the rest of the aviation community here in Australia. Its called the lightbar and yes it is giving gps tracking for straight lines across the paddock so you dont spray the same bit twice. Because of this we do not need markers anymore, ( people at each end of the paddock holding flags). The top row of lights are showing the pilot how many meters off the selected run he is, red/green is left/right. The bottom row of lights are telling the pilot the angle of intercept to the selected run. If there are alot of lights on, the pilot is approaching the selected run at a steep angle, as he is getting closer to the run the angle should be shallower and less lights. If you watch this clip again I think the lights will make sense. Cheers Kiwi.

Has anyone seen a T/W Brumby? Can you get the low wing as a T/W? No mention on their website but wondering if anyone had asked the question. Thanks in advance.

Thanks guys for your responses. Will check out the brumby.

How much room is there in a P92? I am 6'4" and 130kgs. Would I fit? With a student? I am guessing they come with dual controls? I reackon this plane would be great for tailwheel endorsement training, something I would like to get into in the near future. I read that this taildragger cruises at 120kts. For those of you that have flown P92's, does this seem likely? Thanks in advance. Cheers.

Hey nunans, 'D' all of the above. With a PT6, when you open the throttle you are putting more air into the engine. There is a signal line called the P3 line, to the fuel control unit (FCU). When the FCU realises there is more air going in, it then puts more fuel in, because of this there is a lag with these engines. These engines have limits but they are limited by the pilot, to a red line on a gauge, once you reach that red line, you stop opening the throttle. With a 67f engine the red line or 1600hp mark is at 4400ft/lbs of torque. There is also a red line on the ITT gauge (turbine temp) and the compresor has a redline also. You stop opening the throttle when you reach one of these limits. If the engine is in good condition it is usually the torque limit you reach first, however during firebombing operations on a hot day, mid 40's, you may reach ITT max before reaching full torque. You can open the throttle further however you will be doing damage to the engine. At a high density altitude, say 10,000ft you could push the throttle to the stop and not reach any red lines, however at sea level if you push the throttle to the stops, you will over torque the engine very easily thus pulling way more horsepower than you should. Hope this answers your questions, I am not an engineer and dont fully understand how all aspects of the engine works myself. I know a little bit about this part of the engine, because I know someone whos P3 line broke. i.e. the FCU thought there was no air going in so it went to idle fuel setting. Not very handy just after takeoff with 3000ltrs of chemical onboard. Sorry for the thread drift.

It's a bit hard to tell but I reckon he stalled on very short finals. I have quite a bit of time in 802's including dual cabs, and having someone in the back seat changes the C of G quite significantly. 802u's as shown have a pt6-67f engine which are limited to 1600hp, however you are allowed to pull 1800hp for 30 seconds. Depending on density altitude, if you open the throttle fully, like I am guessing this bloke did, you are more likely to get close to 2000hp. Far too much to control at such a slow airspeed.

Not really a groundloop, more a torque induced roll from the bounce recovery. Still a good example of how not to do it tho.

I strongly suggest you do a class 1 medical before you spend any money on flight training. No point spending all that money and then finding out you can't pass the medical. All aspects of aviation seem to be boom or bust, a second string to your bow or another trade is a very good idea. It would also pay to remember the qantas captains on 500k are probably close to retirement when they start earning this coin. There is decades of flying to do first and you start on pitiful wages to begin with. A flying career is a huge commitment and it takes along time to get the return on your investment. I'm not trying to talk you out of it but make sure you do all the research before starting. All the best with whatever you choose.

If you are thinking of going on to a commercial license, I strongly recommend doing your class 1 medical first. Would be nothing worse than spending all that money, then to discover you cant pass the medical. Training for fixed and rotary wing at the same time will be a waste of money. The training is so different that you will never get the hang of either if you try to learn both at the same time. It will also workout alot cheaper to get your fixed wing license first, then change over to rotary. This will save you having to do Navs in the helicopter at helicopter hourly rates. My 2cents worth anyway.

Here you are guys. A video showing and describing alot of what we are talking about at this point of the conversation, i.e stalling in turns. I fear some of this information may inspire some of you to try these techniques. If others think that too, please let me know and i will remove the link ASAP. Bare in mind this is training provided for already highly trained pilots anyway. Do not try this stuff yourself without an appropriate instructor. Obviously the aircraft isn't relative to many of us but the principles of flight are. https://www.youtube.com/watch?v=xwrfEsCiltc

Provided you are in balance guys...

Great post Maj. You are very lucky. I have flown out of Batchelor and can confirm there are no desirable force landing options after T/O, jungle everywhere. At about 500 ft in an empty Ag. Plane I reckon I could make that ex WW2 strip off to the right of centerline. I used to think if this thing stops after takeoff, I will dump the load, and descend straight ahead, hold it off a foot above the jungle canopy until it stalls. This is a very survivable option. As mentioned by many posters before me, a controlled wings level crash, as slow as possible is a much better option than trying to turn around.

Where abouts do you crop dust Kiwiwcrusader? With the shortage of Ag. Pilots in Australia at the moment I go all over the place, wherever the work is. But predominantly in S.A.

I have a Iightspeed zulu in my helmet. Was hard to pull my new $1000+ headset apart and grind down the cups so it would fit. However it is fantastic. ANR that works really well plus Bluetooth is great. Can ring the farmers from the plane for clarification plus listen to music on the boring jobs. I find the headset comfortable, often wearing it for ten hours a day. I have done about 900hrs with it over the last 18 months and have had to replace the ear seals once. Only problem is it chews through the AA batteries. It would be good if you could plug it into a cigarette lighter. I will replace it with another one if/when this one dies.

Can I put spins and the impossible turn into the same category of "survivable with the right training"? I don't think so. The right training is not to attempt the impossible turn at all.