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derekliston

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Everything posted by derekliston

  1. derekliston
    If you have read any of my posts you will know that or radio procedures are my favourite gripe!
  2. derekliston
    Quite possibly, but I am still turning 3000rpm and getting off the ground with a three second run so I am happy with that for my purposes.
  3. derekliston
    It shouldn’t be too risky provided the jump planes are properly maintained and not overloaded, sadly I am not sure that is always the case. I realise that with passenger seats out a plane can carry more passengers and I’m not sure what would be the average weight of a tandem jump twosome plus chute. I have seen six tandems plus camera jumper plus pilot climb into a Cessna Grand Caravan. Maybe you can enlighten me!
  4. derekliston
    I have electric deice on my 2200 Jabiru in my CH701. Seems to work but, I honestly haven’t had a problem with carb ice here at Warwick. I have my intake air filter inside the cowling, behind the engine, another NoNo according to some, but it all works well.
  5. derekliston
    The ones I flew were , I think 1989 models. From memory, seats were leather but trim was purple velvet. Memory could be wrong though, last flew one more than 15 yrs ago!
  6. derekliston
    Never flown the Trinidad, but had a fair bit of time in the Tobago (wheels welded down version and slightly less power) lovely to fly and everyone, back seaters as well can see down past the wing, unlike the Warrior! Always felt a bit like flying in a French brothel with all the purple velvet trim. As for the wheels falling down when it loses hydraulics, Piper introduced that on the Arrow round about 1960, it was supposed to be impossible to land gear up. It was however, possible to kill a mechanic (or nearly!) because when we jacked it up and retracted the undercarriage to inspect doors etc and turned the master off, as had previously been our habit, the wheels dropped with a massive thump, scaring the poop out of the poor mechanic lying underneath! I was the unfortunate apprentice who received the brunt of his anger until he discovered what had happened. Anyway, sorry for the saga, sure you will love flying it but just keep an eye out for corrosion.
  7. derekliston
    I know I keep griping on about it, but it really is not too hard to do the right thing! It just seems that in so many areas nowadays people don’t give a shit about anyone else. Trouble is, in aviation that is probably at least doubly dangerous compared to anywhere else.
  8. derekliston
    I think he joined on base without basically any sort of check!
  9. derekliston
    Not quick but great fun. I love mine!
  10. derekliston
    Always good info Nev. Just as well I don’t fly for a living isn’t it? My little CH701 is so light that landing short of the bitumen wouldn’t be a big deal even if it was wet (Can’t remember when we last had decent rain!) I try on take-off to line my mainwheels up with the beginning of the keys and go full power with the brakes on, that way I can be off the ground before I cross the numbers. Landing, I try to put it down on the keys. All depends what sort of flying you want to practice. I fly a STOL so that is what I practice, even though I have 1.7km of runway at Warwick. Short landing practice is always good in my book, you never know when you will need it!
  11. derekliston
    At Warwick, landing on 27 I always endeavour to land on (or adjacent to, if on the grass) the piano keys, on 09 I aim beyond the keys because I don’t much like the downhill bit at the beginning. Reasonable undershoot area both ends though!
  12. derekliston
    Mate, I didn’t think you were having a go. I am in agreement with your comments pretty much always. I just think our sport/ obsession, call it what you will, needs more care than some flyers currently give.
  13. derekliston
    Would have, but I was only listening on an airband receiver whilst I was doing the daily inspection. I usually have it switched on so that I know what traffic is around (assuming they are using the radio and on the correct frequency!)
  14. derekliston
    Please excuse my ignorance, CTSW? I’ll probably kick myself when I see the answer!
  15. derekliston
    Can always overfly and check the windsock before descending and joining the circuit. That also lets you see any potential traffic in the circuit or potentially taxying for take-off.
  16. derekliston
    Mate, if you read my comments from the beginning of the post, it is not me having trouble with runway headings. I fully agree that grass runways do not have the numbers painted on them, however, Warwick does and that is where I have seen and heard these problems. On one occasion I noted the registration of a C172 which called 27 and landed on 09. I texted the school involved so that they could inform the student and received a reply from their chief instructor who was also on board! I will never be perfect and for that reason double and even triple check. I was on route to Millmerran the other week and heard someone calling Warwick traffic on 126.7 whilst their CTAF is 127.85. I just think that there is a lot of too slack airmanship around. ERSA gives you the frequencies as do the VNCs so there is really no excuse.
  17. derekliston
    Not only that Nev, but everywhere I fly, the runway number is written in big enough numerals beside the piano keys for even me with my 72yr old eyes, to read as I turn final!
  18. derekliston
    Pereira GP4!
  19. derekliston
    I know my radio was transmitting because after he called base and I aborted take-off I called clear of runway and he acknowledged. Just lately it has begun to surprise me that there are not more accidents. You really have to be 100% alert 100% of the time!
  20. derekliston
    Interesting occurrence this morning. I was about to depart Warwick for Inglewood this morning, I had heard no radio traffic, the wind was about 10/15kts from the West, pretty much straight down 27. I called taxiing for 27 for a departure to the West, no radio traffic back, then checked visually for traffic and called entering and lining up 27. I opened the throttle and was rolling when a C152 called base for 09!!! I let discretion be the better part of valour and aborted my take off and cleared the runway. The 152 then landed downwind and cleared to the terminal. My question is, Who had the right of way? (I don’t really care, I will always err on the side of caution!) I had already made several radio calls and was rolling on the into wind runway. I suppose he at least did call. The other day, again at Warwick, a Jabiru called base 09 and then landed on 27?? Another could be dangerous situation!
  21. derekliston
    forgot the pics!!!
  22. derekliston
    Additional to my comments, these pics are of my version of divorced aileron and elevator controls on my CH701. Note how the rod ends are locked. The push/pull tube from the control stick I cut to the length I required and had a nut inserted and welded at each end.
  23. derekliston
    Rod ends are usually locked with a jam nut, either on the male rod end or on the threaded rod that fits into the female rod end! If that makes any kind of sense to you!
  24. derekliston
    Bit like the Australian cricket team!!!
  25. derekliston
    On the other hand Nev, a student is paying a lot of money to learn to fly and so ought to be comfortable with the instructor. I have known good and bad instructors but only ever point blank refused to fly with one in England a lot of years ago.
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