skeptic36

Thanks Tomo,a bit small but still readable.

Peter

If you save the image to your computer, then right click on it, then edit, you can magnify it a bit without losing too much quality.

Regards Bill

Dunno anything about em but does this help ?

Velocity Stack 60mm ID x 130mm Long - 1.6mm Gauge Ali

Velocity Stack dimensions are : Overall Length of 130mm and Base to Tapered Length 50mm. Top outside diameter of 102mm and inside diameter of 74mm. Base inside diameter of 60mm.

Regards Bill

Not only that, but this question is in the BAK....Ben

Being HGFA trained I have no clue what's in the BAK. I am aware that only special people get their own frequency ie Alf Jessup down at West Sale doesn't have to wait for someone at Leongatha or Lakes Entrance to finish transmitting so that he can advise his intention to turn base, but at Great Lakes some days I can hear Yarram, Leongatha and I think Sunbury sometimes.

My question is, there seems to be so many available frequencies (maybe I'm wrong about that, my knowledge of that kind of thing is not great), why don't Great Lakes, Lakes Entrance, Bairnsdale, Marlo and Mallacoota have say 126.5, West Sale 118.3, Yarram and Leongatha 126.6 and Sunbury something different again.

It adds to the pilots work load if he is thinking: "about to turn final, better make the call, oops a bit of control input required there about to press the PTT button" when somebody from an airfield 200 kilometres away has needed to advise he is joining downwind then you're through the turn and haven't made the call yet.

Maybe it's a dumb question and not a huge problem, but it seems to have a simple solution

Regards Bill

Hi all,

Wondering why most CTAFs are 126.7. There are so many frequencies available why do we have to listen to what is going on at another airfield, sometimes 200+ kms away ?

Regards Bill

Hi and Pilot61,

Interested to hear the circumstances surrounding your few minutes of terror.

I am a low hour trike pilot and very keen to hear of other peoples experiences to help me stay safe.

Regards Bill

Hi Criso,

I'm guessing you probably know Ray aka. Tracktop also from Maitland.

It's good to have another trike pilot on board, we need all the help we can get to counteract the might of the Jabiru fraternity .

Regards Bill

Does it contribute to keeping the extremes (feet, knees, hands) warmer as suggested in some reviews?

No, what it does is keep your core temp from going too low. That is when I get miserable, I have flying suits which came with the trike, I haven't looked at who made them etc. but with one of those on and pair of gloves (just received a pair of punkinhead bar mitts in the mail I'll be trying out this afternoon :thumb_up:) I find the first 45 minutes or so you fly around your extremes feel cold but thats O.K but after that when your whole body starts to get cold that sucks thumb_down. I also believe that when that happens your ability to make correct decisions your co-ordination, all that stuff starts to deteriorate :confused:

Regards Bill

What's the battery life and recharge time ?

It lasts about 4.5 hrs on low and the recharge time is similar

Regards Bill

Sain / Tracktop Not a big fan of electrical heating personally - besides the drawbacks Bill mentioned there is the hassle of disconnecting before you get out (& the risk of forgetting to do so when you are bursting for a p*ss after landing). Also need to be aware of the the electrical output of your alternator if you running lots of stuff of it.

/QUOTE]

 

Hi Crezzi,

 

The vest we use has its own rechargable battery :thumb_up:

 

Regards Bill

Heated vest

Hi Ray,

We have one of these: Jett Performance Products Pty Ltd - Browse - <p><strong> HEATED VEST </strong></p>

It is great, 2 problems it can get too hot where you lean against the backrest and you need to be able to access the controller.

Regards Bill

Mmmm I think if I was flying an aircraft that wasn't mine Id want to see some sort of maintenance release it need not be a CASA approved version but I would sure like to know when it was last serviced flown etc etc so I dont think a MR of some description is a bad or negative thing - I do agree though with the "issues" CASA can create.Mike

I know mine has one :thumb_up:

Regards Bill

Saw the ad in the RA Aus mag. Not sure about this one as it has 2800 hours on it already, with 270 hours to go on the Rotax. A new engine will be approx $25k so at $85k I do not think that we will go for this aircraft. There is a demo aircraft with approx 30 hours which I think would be a better deal.However having said the above, it does show how the SportStar holds its value, even after 2800 hours (approx a quarter of its life, based on certification of 12000 hours TT). Another reason to consider the SportStar. ;)

I don't think somebody putting a price on an item shows anything very much thumb_down. If it sells for that figure and even better several others similar have sold for that money then you have something to hang your hat on :thumb_up:.

Regards Bill

Ha,

It says " you're welcome " and I didn't use your fancy translator either , I had to go to 3 sites to find what the apostrophe was

Regards Bill

So do I have to go and study morse code now or is someone gunna tell me what that says

Regards Bill

Facehunter

Bill,What do you know, if anything, of DTK Microlights in La Trobe valley?

I haven't heard anything from down that way.

Regards Bill

Alas, I'm away flying the XT-912 from next weekend though to the following one so will be too busy flying to tinker with the Buzzard for the next couple of weekends.

Regards Bill

Hey Slarti,

Re 13 Is that the fluffy hand cuffs sort of tying down you speak of

Regards Bill

Hi all,

I am sure I have it figured now.

I have been thinking about this all day, mostly how I didn't get this worked out during my training. It has become clear there was a deficiency in my training when I remember being instructed to zero the altimeter as part of the pre take-off checks and no other work was ever done with it. I can see why the instructor would use that method with new pilots flying locally around the airfield but he certainly should have explained the correct method prior to course completion. I had no idea how to read qnh off my own altimeter (thanks Mike) I thought that was something you got from air traffic controllers or weather forecasts, lucky I haven't been asked for it yet.

It seems strange there is nothing about this in the HGFA theory work book, I'd be interested to hear from other HGFA trained pilots about what they where taught on this subject.

Thanks to all contributors

Regards Bill

Hi all,

Thanks for the replies so far.:thumb_up:

Ossie, Great Lakes is 269' amsl

Dave, are you saying I should be using agl when around airports and amsl when not ?

I thought amsl would only be used above 10,000'

Turboplanner, the only thing I can find was Maj Millard not being able to get QNH.

Skydog, I don't think it is the instructor at fault, I did my tuition under HGFA and I have just been through the work book cover to cover and the only reference to QNH is in the definitions section ie. define the following aviation terms and abreviations: QNH: air pressure value that represents sea level at a particular place and time. So I think maybe it is something HGFA should be fixing in their course, maybe they think we don't fly far enough to be concerned.

Drizzt1978, what if I'm flying between Great Lakes and Mt Hotham, how do I give an accurate position when I'm 5nm NW of Swifts Creek unless I use amsl ? i_dunno

Thanks again

Regards Bill

Hi all,

I guess this is something I should have asked my instructor, but it has never occurred to me as all my flying so far has been around similar elevations.

Prior to taking off I set the altimeter to zero and away we go. When advising my position in radio transmissions I read my altitude from my altimeter and that is what I say.

So what should I do if ground level changes to a significant degree ?

Should I do a mental calculation then advise my position amsl ? I would think that would complicate things for local traffic, but I can't see how else I could give an accurate description of my position :confused:

Regards Bill

Hi Mike,

I did my training with Steve at Eagleschool last year. Bright is a great place to learn and Steve really knows his stuff.

Regards Bill

Hi Mike,

There are quite a few Trike enthusiasts here, so plenty of advice if you need it.

Where are you going to do your training ?

Regards Bill

G`Day Ray and to the forum,Please excuse my ignorance as I don`t fly Trikes but when the bar is pushed foward the angle of attack is increased, this increases the drag and drag slows an aircraft down,power (thrust) is required to overcome the drag being created,thereby allowing the AC to climb.

 

Changing the shape of the wing and or appling power are a seperate exercises and therefore doesn`t the bar controll the speed of the Trike, if no power or or wing profile is changed?.

 

The reason I ask is because it is extremely important to completely understand what controls the speed of the aircraft as many accidents occur due to low speed.

 

Cheers,

 

Frank.

Your basic understanding is correct however it is all relative, if you pull the bar in you will descend and increase speed if you add power you will maintain altitude and increase speed. Push the bar out you will gain altitude and wash off speed, add power and you can gain altitude and maintain speed. Flying in trim ((no control inputs on the bar) the safest and most comfortable flying) if you add power you climb, reduce power your descending.

Push the bar out too far without adding power and you will surely get some stall recovery practice

I'm sure Ray's instructor will make sure he is well versed in the results of all the control inputs before he goes solo :thumb_up:

I hope that I've made that understandable i_dunno

Regards Bill

the ride in a trike seems smoother through the bumps than my limited experience in cessna type aircraft. This is probably due to the softer wing flexing more under load.

Although I have little experience with three axis, I think you will find due to the reduced wing loading in a trike (larger wing area per kg of aircraft weight) in comparison to most three axis aircraft, the trike is actually a rougher ride in bumpy conditions compared to the Cessna types. This is the reason a lot of trike pilots prefer to fly early mornings and late evenings.

Regards Bill