metalman

I read the heading and was going to post something smart ar*s, but after reading the post you've got some good ideas , until we moved to Melbourne I rarely went into controlled airspace so I was really out of my comfort zone when I started doing it more often , the read back checker would be a great one if you could get it doing the word recognition , the phraseology is standard here so if you get it wrong you have to read back tiill it's right , good luck with it

Matty

For me ,I err on the side of caution, in my plane I cruise at the top of the green, always ,on bumpy days ( I don't fly on any day with a turbulence SIGMET) I'll pull it back to 70-75 kias , and if it takes me a bit longer to arrive I can "live" with that, I've got plenty of hours in tecnams and I fly the same if it's bumpy I stay in the green ,infact I can't think of a plane I'd fly that I wouldn't treat this way.

I usually estimate VA and then try to knock a bit more off ( the difference between light and heavy in my plane is pretty small , 60-70 kg ) it but having seen the Cessna info with a 15kias difference between light and MTOW I'll be taking a bit more interest in having an accurate number.

Matty

Got notification that my Aussie PPL is verified , M4 Maule is booked, we leave next Saturday for San Francisco ,then niagra falls, then Detroit on on the Oshkosh , getting a little excited now

My instructors did, every flight is treated as serious,

Matty

I really don't know how the currents work in that part of the world but you would think something would've floated to shore somewhere by now, it really is a mystery, made more strange because our technology appears so ironclad !

Matty

Interesting how people react to stuff, I went back and looked at all my "likes given" and I couldn't find any "unhelpful" ones,,,,mostly I do like to voice my opinion about something so for me just tagging something just seems pointless ,,,,,,

Although I have asked for a "what a d**khead" button on more than one occasion ,,,,,,,,I'd probably be guilty of hitting the sucker a bit to much though ;-)

Matty

I was trying to take off on a very soft sticky surface, I started to nose over and went to pull the power, it started looking worse so I instead went full noise and the response was almost instant , the elevator started working and I got all the control I needed , pretty dicey and hard on the undies

Matty

The dreaded brain fart,,,,,,

A bit off topic, but if stuck just use plain water.Worked for me for a few times in the bush years ago after damaging brake lines.

Phil.

Matty

I doubt you could see much out over the nose in that aircraft on final , damn shame to see something so rare banged up,

Matty

The 180J fuselage is almost exactly the same dimensions as a C185 - same window configuration, same doorsill height agl - same gear legs. The 180J had the last of the 0-470-R engines. it was about 1970-75 or thereabouts. The next, and last model of the 180 was the K model from 1977 to 1984 and it had the lower revving 0-470-U engine with Slick mags. The C185's changed from IO-470 (260HP) engines in around 1967, to the IO-520 (285/300HP)model from then on. All the later models were known as A185 D,E,F etc. The early (1962-67) 260 HP models were known as 185A,B,C - there was no D onwards. An empty 185 with 300HP is a truly mean takeoff machine. It's also able to near 'hang' off the power for a very short landing. All you have to do is keep it in the right direction!As far as I know, the shortest, and safest, short field landing in a 180 or 185 - is to 3 point them at the point of stall, using full flap and some power. That's what I was taught back in the 60's by a Chief Pilot who had more PNG and 180 type time than we'll collectively accumulate in our lifetime. I reckon he was on the money. Higher time pilots tend towards wheeling the 180/185 types on because of crosswind assistance, and they also are prone to showing off how coolly they can manoeuvre the aircraft with its' tailwheel still off the ground. I've seen some aggies 'taxy' off 06/24 at Jandakot onto the main taxyway - along several others and then place the tailwheel down where they wanted to park! Sometimes it can come unstuck! This might have been one of those unfortunate events.

 

happy days,

Matty

I gave someone an unhelpful for bagging somebody else's classified advertisement, he immediately went and found a post of mine from a few weeks before and whacked an unhelpful on it I laugh every time I think about it.

It was a STOL competition I believe,,,,,he won ,as no one else was willing to drive the vertical fin into the ground to aid braking

Bruce I can only answer as to my experiance, the rego for my plane was $135 for life , and my costs for a PPL is a medical every two years $200 approx. I have it insured with QBE via the SAAA which includes flight risk ( as well as my RV6 I'm building for ground risk) for $1600 per year ,this also has a PL component .

The main reason I went with VH experimental was after I'd been told by Steve Bell that I would have no issues registering my aircraft ( it uses some components from a certified airframe) I came to rego time only to be told RAA wouldn't rego it,,,so as there's provision in the regs to go VH ,and I had a PPL , I went that way, and to be honest I much prefer having it in GA , maybe one day if I think of selling it I may put it into RAA reg but for now I'm lovin XWV , I can do all my own maintenance, and for me personally I'm happier not being a part of RAA , possibly in the future but for now I'm happy,

Good luck with the UK PPL ,and if your in the Melbourne area I'd be happy to meet up and say g'day sometime,

Matty

I purposely refrained from doing maths before I built my plane, it would've been to depressing.

As for a certified aircraft ,I couldn't afford one if I was totally honest, but with VH exp I can drop a lot of the costs ,no hiring out but I doubt the profit ( hahahahahahahahahahhahhahahahahahahahahahahahahah ) would offset the maintenance costs.

I still have a bit done at our local LAME , but most of the work is done by me.

I've had all kinds of fun machines and have never sat down to see if I can afford them, I have a good idea of what I can afford though, I just buy what I can then work hard enough to pay for it ,,,,,and I NEVER borrow money for toys , always save up and own them,

Matty

Just curious. What is the 49%? I assume that is the maximum allowable factory built portion?rgmwa

The FAA had a go at the kit suppliers a while back to determine if they were really leaving 51% for the builder to do, which does make you wonder when you see how much is done in the quick build option with some kits,

Matty

I would not be building the kit I chose if it was not for the help of SAAA. As the original intent was to fly it as a ultralight, RAA was approached to evaluate the kit before importation but the reply was a disappointing NO QUICK BUILD - flat pack or nothing. When I ask to see a discuss the evaluation I receive a curse reply in simple terms was if you are not happy see CASA. It took many months of work to prepare an evaluation but I could not get to the magic 49% - it was close and the kit visually was no more advanced than a RV quick build - I had hit the wall.After chance contact with Martin Ongley from SAAA he offered to review my notes and pointed out that my allocations were to ridged. After a rework and another review Martin he agreed but advised that I run it by CASA - Martin even gave me the names of the people to speak too. I found both of the representatives professional in there approach to my work which eased my concerns.

 

There is some risk but I had enough confidence to put the cash on the counter.

 

Will it fly as a ultralight, most likely but SAAA will be guiding me through the process. Most builders are seeking mentors and the organization that offers that will create solutions and they tend to rise to the top in any market.

As for the SAAA ,I'm a member but (although it would be helpful with the right people around you) you don't have to be a member to build a plane, I didn't join till it became a cheaper option to join and do the MPC . I now have some fuel cards via SAAA and have to maintain my membership to enjoy the benefits , besides the mag is pretty good

Matty,

Something that is often not known is that you do not have to belong to any organisation to build your own aircraft, although it may be a good idea to! The SAAA have a very comprehensive "kit" for registering GA experimental ,which in my opinion is the better way to go if you have a PPL, the rego is less ( one fee for life ) and there's not as many restrictions on the use of the aircraft, RAA comes with a few restrictions along with a yearly cost of rego and RAA membership . There is no difference in the cost of maintenance and periodics ( inspite of RAA pilots not doing the required Ints8 and rad47) .

Not sure why SAAA didn't get back to you but you could give our tech guy a call as he is very handy regarding both options,

Matty

Nice weather in SA today?

Its sad that often the accident investigation will be done under blue skies,

RIP aviators

And NAIPs for me, I made the mistake of ignoring a severe tubulance SIGMET, up in Qld it would've meant it was a bit bumpy, around the ranges near Melbourne a very different problem, after a few "moments " I very slowly returned home and put it in the hangar,

Matty

It must be standard for student pilots, my instructor suggested calling out rego plates in the phonetics, all my kids and missus learned it at the same time, I also was doing inbound calls to where ever I was driving to ,it really helps.

Matty

Started off on cruise speeds, then an error crept in and we got a heap of attitudes on altitudes which has got us onto cruising at altitudes with the right attitude ,,,,we are now looking at the regs on altitudes while cruising regardless of our attitude ,until we cop a huge fine ,,,then we'll see some attitude regardless of the altitudes,,,,,,,,got it!

Matty

Yeh I'm here to help,,,,you can thank me later!

I'll plan on getting there on Friday, will camping under wing be a goer?

Matty

Watched a guy do a circuit on Sunday ,all the circuits here are to the east to stay out of a jump zone and keep clear of lilydale ( who do theirs to the west) ,well old mate does a normal left hand circuit which proved 1/he hadn't rung for permission, 2/ read the notams on the website re local procedures,,,,,but the thing was he tootled off through the drop zone and at circuit height for two airfields ,,,my ATPL mate made the comment he was probably using the "big sky" theory,so if you happen to see a red and white RV 7a ( with a training wheel) in the Melbourne area be aware he is not expecting you to be where he is ,,,,regardless of where that might be,

Matty

In light of recent behaviour in Iraq ,maybe there is a rather large flying bomb sitting in a hanger somewhere ,,,waiting,,,waiting,

Just a thought ,

Matty

Point taken HITC , attitude has been wound down and put back in the drawer :-)

Matty