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bushpilot

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Everything posted by bushpilot

  1. bushpilot
    Here's a tip for any of you that suffer the 'birds in the hanger problem' like I do.. I don't mind birds of the feathered variety - I just dont like 'em poopin' all over my pride and joy.. My wife wouldn't let me do a ghost-busters on them (those "pretty swallows"), so I nicked 3 of her 'out of vogue' double bed sheets (notice how all beds are queen size now..) and they work a treat. Also keeps the dust off.. Only the flat, horizontal surfaces need protecting, so a fitted sheet (elastic on sides) fits perfectly over the tail section and another for the nose. Then a flat sheet over fuesalage with 2 corners tied through the flap hinges. I use a bit of hessian - folded double - on the wing (Bunnings - $20). Cover-up time 2 minutes - less to take them off...
  2. bushpilot
    Be one way to use up all those unwanted Chevy motors in the US of A at present... :hittinghead:
  3. bushpilot
    I endorse the comments by Cloudsuck.. Both HG and PG are the most pure forms of flight - with foot launch, no power plants and basic direct input controls. I came out of hang gliding (700 hours logged) and it really does teach you the first principles of flying. The most obvious areas are basic aerodynamics and the affects of general weather, wind, turbulence and topography. HGFA is a good place to start - and they publish a very good magazine.. Cheers, Chris
  4. bushpilot
    Some real interesting tips in that link... For instance, I wonder why: "If high humidity does exist, it would be wise to add 10% to your computed takeoff distance and anticipate a reduced climb rate."... And that 'Koch chart' is very telling... From that, off my 2,800' elevation strip last Sunday, with 85oF temp., my t/o roll would have increased by about 50% and climb rate would have been down by 30%.. Also, Mike, thanks for your "long winded answer"; it's responses like yours that make these forums so valuable... Cheers, Chris
  5. bushpilot
    Only distantly related: Is there such a thing as a generic chart that shows the impact on a/c performance, or more simply, air density, of different (airfield) elevations and ambient tempuratures? That is, I'm interested in the offset affect of generally lower temps at higher elevations.. and whether that can be simply estimated without deferring to a particular a/c's performance charts..
  6. bushpilot
    Jeez! -with all that good news, I think I wont fly for a few days! I was planning on flying into Bathurst - 15 min. flight - to a Flying Club lecture and social event this evening.. But seems I'll be going in the Ford Territory - not the Jab.. Thanks for all the feedback... Hopefully its been helpful to others as well.
  7. bushpilot
    Still off topic.. Didnt spot you - but wife said a white a/c with green and yellow highlights did a couple of low passes.. But that is not yours....
  8. bushpilot
    Seems to me that a blanket "maximum air temperature for operations" alone is a bit weird. Should it not be a operations chart showing temps and altitude at the point of take-off? That is, 40oC at 2,800' (my strip) is going to have a different affect than 40oc at sea-level...
  9. bushpilot
    Wondering what pilots out there think about being PIC with a head cold? That is, with the usual symptoms of blocked nose and ears and bit of a cough. Is there added risk in flying with this condition, if you feel fine otherwise? Is there an official policy on this for airline pilots? Thanks, Chris
  10. bushpilot
    Anyone know a/c type?
  11. bushpilot
    Now that is cool! Could also be used in a/c cabins on first or subsequent solos, so instructors can check student performance and student gets to keep a record of their first solo....
  12. bushpilot
    I agree 100% with this observation. If the charts dont cover a higher temp. bracket, then surely the assumption is: 'dont operate in that range.'
  13. bushpilot
    Ditto for me - except my TIF was on an old Piper Colt at age 19; then I bought a share in it (it was owned by a 6 person syndicate) and 23 hours lessons later had my PPL. :thumb_up:
  14. bushpilot
    That's it, Ian.. Thanks!
  15. bushpilot
    Thanks - but no; I found that one ( http://www.recreationalflying.com/forum/just-landed/15723-newbie-canberra.html ). The one I'm looking for talked about how security at Canberra was getting much tougher - i.e. to get through the perimeter security. I assume that GA can fly in to Canberra (PPL) but not RAAus; but I wanted to check that..
  16. bushpilot
    Help :confused: ! I've done a search for a thread that talked about RAAus a/c flying into Canberra airport - but cannot locate it.. Can anyone that posted to that one (about 6 - 8 months ago) steer me to it?? Thanks.
  17. bushpilot
    Latest pics for better perspective.. I have had a few enquiries from pilots in our area asking about getting into my strip, so today we took some better pics to provide a clearer perspective of the T/O get-away and landing approaches. The 'West direction 1' photo shows that clearance is not an issue; the trees in the distance are 1000m way and lower than the horizon. The 'East direction' photo shows the approach view (uphill). I said earlier that there is no go around option - but what I should have added is "when the a/c is below 50 feet off the deck". A go around to the North is fine, with more starting altitude than 50'. Cheers, Chris BTW: The darker green strip of grass is where I have widened the strip - not the full strip. The strip is overall 15m in width.
  18. bushpilot
    Off topic
  19. bushpilot
    That was my 'common-sense' guess also. A gust up the rear in a downwind landing could drop the IAS suddenly, is my feeling; so I tend to stay at 70kts on late final and only drop to 60kts just before the flair.. When landing up-hill into wind, there is no go around option due to that ridge; but, thankfully, it doesnt generate any rotor or wave affect nor much turbulence. It has a higher ridge behind it and I think that protects it a bit. Ref. the other comments here, braking is not a problem, as the up-slope washes off speed quickly. And, based on the feedback here, I tried a bit of power just before flaring yesterday (with tailwind) and it did make the contact a lot smoother.. Thanks guys!
  20. bushpilot
    I agree with Sam; when I've flown in the area, I stay well West of the high country.. Although the VH guys usually dont worry as much about over-flying tiger country. Also, it's always hard to fathom why pilots fly lower than the known terrain.. I guess they are attempting to stay under crud and remain VFR.. but it happens way too often. And, in this case, there would have been the pressure of getting home for Xmas Eve dinner with the family.. Very sad ineed.
  21. bushpilot
    I also flew on Boxing Day.. Big trip from my farm to Bathurst Airport to take on some Avgas.. 10 minutes each way.. Pulled up at the Mobil bowser, only to find a piece of paper stuck on the front saying the Mobil Carnet card is not accepted any more! Only had 10 - 15 litres on board.. So had to phone an Aero club member to bail me out; not the sort of thing you want to do on a holiday..
  22. bushpilot
    Whilst others have questioned the logic of this suggestion, it could be the very thing that I need to do... Remember, I am landing on a grassy up-slope, which means that with power at idle only, it's difficult to grease it on; I typically 'thud' it on a bit... So a bit of power should allow me to better match the slope and flare as per normal.. Cheers.
  23. bushpilot
    In my situation distance is not an issue; the up-slope washes off speed quickly; also assists a bit with T/O (down-hill). My interest is in the robustness of the undercarriage; I assume (hope) it is way over-engineered. My other Q is the gusts & lulls thing; maybe there is someone out there that knows a lot more than me about meteorology.. and topographic affects..
  24. bushpilot
    For anxiety - talk to your doc. about a Beta-blocker; I dont think they induce drowsiness, but check...
  25. bushpilot
    pls post updates as they emerge.. eg time slots for arriving a/c..
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