boingk

Congratulations mate, good to hear she's running well and that you're enjoying her. Always thought the Volksplanes were nice looking little craft, real wind in the hair pioneering type of stuff. Cheers! - boingk

Yes, its generally to move it out of wing turbulence at speed or in a stall, and is part of the reason that WWII fighters sometimes were unable to recover from a dive; the phenomenon is called 'compressibility' and is caused by approaching the speed of sound and having the high pressure air at the front of the wing cause turbulence as it flows back over the airfoil, resulting in reduced or even totally negated elevator effecitveness in traditional layouts. Basically it makes for a control surface that is less likely to become ineffective at low landing speeds, high angles of attack or very high airspeeds. It also moves the horizontal stabilizer out of the way of propwash, exhaust gas, or any other unwanted aerodynamic curiosities the aircraft may have. Lark - most probably turbulators, common now on STOL aircraft and available as an add-on for many others.

Sounds like your glasses prescription is up the wazzoo... I'd be going back to the optometrist. - boingk

damakia - if you hover your coursor over the thread title the first paragraph pops up for you to read and get the gist of the thread. Really useful forum addition. - boingk

Good point - I was once in an orchestra where the conductor was dyslexic. He said it bothered him as sometimes he found it near impossible to read music quickly on the fly, but it was something he loved doing. He saw an optometrist on the advice of friends and had some kind of specially tined prescription glasses made - bingo! Much better. Maybe it might be worth a thought? - boingk

You see that a lot in the competetive flight sims as well; loom up behind a shiny BF109 in my Yak, he dives and tries to run. I follow. He tries to pull out before we hit the deck... goodbye wings! The 37mm cannon in the Yak T's spinner has a similar effect, come to think of it. Hahaha, good times.

Will be there Friday morning hopefully, heading from Goulburn. Should be a top experience!

motzartmerv - No worries mate, I see what you were getting at know. Ultralights - Bingo, Angle Of Attack, thos're the magic words. It is also sometimes (and incorrectly) referred to as 'G stalling' if flying at speed - you stall out due to the AOA even though well above traditional stall speed, generally while pulling considerable positive g. I've encountered this in my aforementioned simulator time, generally while flying a 1940's Yakolev 9 or one of its variants; very overlooked aircraft and hugely capable, they were even assigned a 'Do Not Engage' status for the Luftwaffe's 109's at one point. Usually you're shot down after encountering it as you're trying to evade somone, but you can use it to your advantage and pull throttle simulaneously to simply drop down and aft of your attacker if neccessary. Now, where'd I put my brandy and leather flying cap? - boingk

If the engine is at idle then your airspeed will only build while you maintain a nose-down attitude, hence pushing the flight coloumn forward. As airspeed rises you gain more control authority. Are you having a dig at me? - boingk

Aircraft without dihedral still have secondary effects, especially seeing as they're not limited to the rudder/yaw input. You will still get a tendancy to roll with yaw input and yaw with roll input, also a tendancy to yaw and/or roll with power. Yawing with roll input is especially craft dependant due to placement and operation of the ailerons. One major reason you're using the rudder in a stall is because its in the propwash and not associated with keeping you aloft - the rudder is generally not stalled. Seeing as your wings are stalled your aileron will generally make the condition worse by increasing the apparent angle of attack on the downgoing wing. Thus, you rely on the secondary effects of rudder to help right the craft. Thats it as far as I understand it. I really thought all this would've/should've been covered in ground school before you even touch an aircraft for the stall/spin lesson? - boingk

Might be late to the party but do you guys remember a lesson on secondary effects of controls? The secondary effect of the rudder is roll, as the dihedral in an aircraft wing responds to yaw inputs from the rudder by producing roll. You are using this secondary effect to help scratch your way out of the stall, in addition to the yaw helping (in a limited way) restore proper airflow. Try some competetive online flight simulators (both Aces High and Rise of Flight are great!) and you really get the hang of it. Both are free to download. If you need a joystick I highly recommend the Logitech 'Extreme 3D Pro', has a flightstick, heaps of buttons, hatswitch (moves field of vision) plus throttle and yaw input for rudder. $50 posted from eBay. Cheers - boingk

As per dodo - carry your ERSA and relevant maps for transit. I favour keeping them in a motorcycle tank bag as thats my prime means of transport, plus its light and conveniently sized to carry logbook, airplane maintenance log, maps, ERSA, basic tools and headset (PM me for bag details). ERSA is about $35 or so and maps run $15 or so each. Not too dear really, especially if you're only planning on doing local or shortish flights. Cheers - boingk

I also read the article in Sport Pilot and shuddered - why can't this guy get the hang of it after 40+ hours? I was solo smack bang on 10 hours, and that was a GA C150 not a Thruster or Gazelle! I know everyone is different but without regular and meaningful lessons you are not going to get anywhere. 40 hours over 18 months is less than an hour a week, barely 30 minutes a week in fact. I would *highly* recommend anyone after a certificate save money until they can afford and dedicate several hours a week for perhaps 2 to 4 months. You will pick up everything a lot quicker, be fresher in the aircraft and most likely get the same instructor... as turnover in this industry really is a factor at training level. I did 70 hours in 12 months and 3 hours my first day - I would regard that as much more appropriate for a learner. I understand money and time are an issue... but, yes, you can save. I sure did! Not everything can be here and now. My positive learning experience is also why I rate Goulburn Flight Training Centre so highly - not once was I 'dikked around' or made feel uncomfortable. On a few occasions in my year with them there was a wait for an aircraft due to tight or mismanaged bookings but I really didn't have to wait much at all. The crew there were friendly, positive, and gave good feedback from my flights. They were also 'fair but stern' in their teaching in that if I wanted to push my flying they let me, but not before I got the prerequisites down pat. In the same vein, they also did not push me if I wanted to practise something. I would also highly recommend doing everything in the same aircraft. As a learner there is nothing worse than inconsistency... and although the instructor may be the different the plane should always remain the same. Doesn't matter if its a Thruster, Gazelle, C150 or C172; there is a reason qualified pilots periodically get check flights for different aircraft types! - boingk

Interesting problem. Personally I'd simply recommend flying circuits in exactly the conditions you describe until you nail it - worked for me with my Minicab as I tended to land 'wheelers' until I was confident enough to 3-point every time. Cheers - boingk

To my knowledge its been torn down repeatedly by the appropriately certified guys on his crew and possibly also had one or more cylinders/pistons replaced. That may also have been the other yellow Gazelle though, 3184. I'm not sure why so many people are against him, he's a business man and does good business. If you want to try and screw him over then he'll make damn well sure that he does you over instead - its that simple. I cut a deal on my flying with him, kept a log of flying hours and paid on time to the agreed amount. I get along well with him. The current mob out at the airfield is at him over him charging reasonable rates on water and electricity supply - which to my knowledge are in the bottom 30% of similar aerodromes in this state as far as cost goes. There was a movement to take him to court but I believe that he has negated it with suitable documentation providing evidence to the former. For what its worth, several of the planes out thre have been out of action for some period of time due to needing maintenance or repair - the Grumman Yankee needed a new fibreglass tailcone after a tail-low landing and the Cessna 150 Aerobat that I trained in is currently out indefinitely due to pitting on the gear legs, found at its 100 hourly, which approaches the acceptable repair limit. I believe the maintenance shop is awaiting word from Cessna themselves on how to proceed with that one. I'd say cost would be a big issue for the GA school - I had free run of the place while I was there a year ago, just rock up in the morning if the weather was good and go flying with one of the crew in the 150 for GA training! It was unreal. Now it is a very different place and exceedingly busy most of the time, especially the TIFF's and skydive crew of a weekend. I gues my point is that its always easy to judge from the outside. I know the operation fairly well and don't have a problem with it. Cheers - boingk

Come down to Goulburn, we have a hellava few local places for burgers and food in general. My recommendation would be a pick between the Charcoal Chicken or the Empire's burger with the lot, or the Hibernian Hotel's wagu burger... although it comes with double patties and I'd ask for a discount and only one as its very rich. Bathurst also has a great burger place - Zac's on George St. Used to be Durahms but changed hands... still does great burgers. They do a 'challenge' burger with double everything on an oversize bun, actually, and if you finish it you get a pic on the wall. Shared one with a mate one night because it was cheaper than two burgers with the lot and we barley finished it between the both of us! Hellava place, great people too. Cheers - boingk

Don't get me started on the Goulburn thing, volksy. I trained there for the majority of my flight hours to date and cannot recommend it highly enough - everything is above board and although John (owner/leaser/whateverer) may be a bit 'howya-doin' to deal with at times its all very much professional and above board. He hires good instructors for the most part and personally my experience was good. To the original poster, consider the costs of owning an aircraft yourself. Mine are as follows per week: $100 for loan repayment $50 for hangerage $25 for on hours fuel (Caltex 95 unleaded) $10 per hour for maintenance allowance That ads up to $150 fixed per week and $35 per flying hour. If I fly more than one hour a week I break even over hiring - plus its my aircraft and thats a big convenience and reassurance. Dual training is another issue altogether. A CFI is on $100 an hour, and many trainers are on anywhere between $25 and $75 an hour depending on the school, stage of training being given and aircraft being flown. If you need training you need to pay for it. I cut a deal and called it a set sum to PPL stage, including GFPT and RAA plus numerous endorsements. Worth thinking about. Cheers - boingk EDIT: I might also add that the green Gazelle at Goulburn ('5515') has done a few props due to pilot error. All props are replaced with the standard and approved type as specified by RAA to retain their 24- registration. John has been quite irritated by this. I personally saw one of these incidents and was thinking the fellow was quite close to the edge of the strip - obviously I saw the impact and radiocalled him. Couldn't believe it - I'm the one in a tailwheel and the bloody car-steering nosewheeler prop strikes? Nice one buddy.

Personally I'd just send him a letter and politely request to discuss the matter privately. If he refuses then tell him copy of all correspondance will be filed for future reference and that, having negated mediation levvied by yourself, he now leaves legal action as the only option. He may or may not be aware of 1) the cost of legal intervention and 2) that he has to provide and/or pay for evidence citing that the noise is exceeding a recognized standard. Furthermore, your aircraft conforms to all current regulations and that he can go f*** himself. My attitude tends to be exactly that; polite and cooperative until it becomes clear you just want to cause trouble and not actually solve anything... at which point I can become a really intimidating assh0le to deal with, legally speaking. It may or may not help that I'm also a 6'2"/90kg motorcycle riding assh0le. - boingk

Check it out at riseofflight.com I think it should be compatible.

Buy my aircraft - $100/wk or so for the loan, $50 for the hangarage and then fixed costs of about $20/hr for fuel and $10/hr for maintenance. Fly more than an hour a week and you're better off than hiring. If you want the cheapest method of flight possible then yes, gliders would be the way to go. They're a fantastic method of flying and a wonderful experience I'd recommend to anyone. My first glider flight (unlogged) was tandem from a winchlaunch - a real hoot! Lasted a few minutes and got a few mild thermals to keep us going, even got a shot at the controls... which was a great thing for 13 year-old me. You can pick gliders up fairly cheaply as well if you're interested in buying your own. - boingk

Havent had a deterioration with my flying to date after completion of various licences and endorsements, but I have racked up around 80 hours in just over 12 months. Time off for me is anything over a week without flying, as the hangar is 5 minutes away and I'm free in the days. Biggest gap was recently due to work, weather and a sinus infection - almost two months! I didn't have a problem going back, though, as I tend to rigorously stick to a routine. Visualisation is also an important thing for me - thinking about an concentrating on the flight and specific aspects of it before you are called on to perform them. I find this technique helps considerably if you are 'out of practise' or even simply aiming for precision. Another thing I find very helpful is flying a free WWI flight simulator in my spare time. I only have a basic $50 joystick (Logitech Extreme 3D Pro) and keyboard but it really does fly nicely as its got integrated hatswitch for head position plus a third axis for rudder and a lever for throttle, too. The game is called 'Rise of Flight' for anyone thats interested, and I specifically recommend it due to the similarity of the planes of that period to the ones we fly now, in terms of flight characteristics if nothing else. Plus... its an absolute hoot to try and fly competitively online or with the ingame missions! Trying to tackle the rotary engine planes, too, with the on/off ignition-based throttle and savage torque reaction is also a good challenge. Its a free download for the game plus a few planes, and any others you want to fly are available as an extra purchase for about $7 or so. Bargain IMO! - boingk

Big downer that people were seriously affected by this... not that you couldn't see it would happen. Main thing, I suppose, is that we all get back in the air and stay there. If another grounding happens for similar reasons to last I would not think that RAA would be able to recover. Or let recover, as it were. - boingk

Definitely, every engine design has a maximum optimal output before things start going 'boom' prematurely. Hell, you can even get different opinions on what 'prematurely' is... such as the guys with Cassut air racers that get 200 hours out of an o-200 conversion thundering along at 140kt and 3200rpm. Given the state of tune, design of the engine and its usage (ie mostly high throttle settings) 200 hours is acceptable. As for motorcycles, they actually tend to be very nicely engineered. Average road speed for most vehicles in Australia over their lifetime is around 60 to 80kmh. Calling it 70kmh, that gives you around 1500 hours of time before you hit 100,000km on the odometer. Many motorcycles I know have acheived this with nothing more than routine servicing - the ones that aren't are usually neglected or simply thrashed at the racetrack until something gives. It is certainly within standard manufactuerer design limits. BMW in particular has a working design lifespan of something like 500,000km for its modern big aircooled twins - 7500 hours run time at 70kmh. Motorcycle engines aren't particularly heavy, either, especially seeing as most modern sport motorcycles tip the scales at a scant 200kg ready to roll. Anywho, my point is that many aircraft engines I have been around seem to be particularly modest in their technical specifications. Rotax 912's seem to be pushing comfortably into the modern era, though, with 100hp from a relatively simple 1.3L engine giving around 75hp/L - more than three times what the A65's put out. As for oils... why would you trust what reps and salespeople tell you? They are *given money* by the *companies that they are promoting products for*... bit of a conflict of interest. I tend to trust what works. In some cases, yes, that is what salespeople and reps are telling you. In many cases I have found it is not. Cheers - boingk

Ah thats no good mate, mine seems fairly solid and 'feels good' in the hand. I will definitely say its not as 'flashy' as an iproduct but personally I could care less - it feels good and it works really well. Bought one of these case/keyboards for it off eBay and its great for typing or just throwing it in the backpack without worrying: I've got an extra one of those, by the way, if you were after one. Best processor in a tablet that I know of - Nvidia T30L. Its got a 1.2GHz quad-core processor and a 416MHz GPU for dedicated graphics processing. The RAM is DDR3 at something around 660MHz as far as I know. For reference, all this would blow away almost any desktop computer from only a few years ago. I remember when hyperthreading and multicore processors was a theoretical article in New Scientist magazine for cods sake... Anywho, you know of any good nav apps for the little Nexus, fly? - boingk

Nice stuff Allegro, the Note really is a nice tablet/phone hybrid. I use a HTC Desire X for my phone and love it. Good size but still light and very thin so easy to pocket, great processor and other techhead stuff inside to power it as well. I also have a Google Nexus 7 tablet which I hotspot to my phone, using the data from my service provider, to do business and internet stuff. Great combination of easyily carriable phone and nice, workable (but still compact) tablet. I'd recommend it to anyone. As for Android... I reckon its brilliant. None of this fancypants "we're different because we want to be" b-llsh-t, just good, functional efficiency thats fairly easy to use. Very power friendly as well - the phone is getting several days battery life and the tablet gets something like 7 to 10 hours runtime (movies, internet, streaming video etc) off a charge. Cheers - boingk EDIT: Desire X unlocked and posted about ~$250 online, Nexus 7 16GB WiFi about the same. Add another $20 for a cover/keyboard combo and you've got a mini laptop.