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Alf I'm based now in Goulburn. Give John Ferrara, the owner (mentioned in the ERSA) a call. The rule seems to have been relaxed in recent times. His biggest concern is the mix of light aircraft with a parachute operation that can be intensive at times. A briefing is what I got and now operate most weekends with a VH registered Varieze. Steve

Trying to make sense of the observation. The fabric folds into the aileron cut out and has been glued to a rib. The 150mm cut runs along the rib and the material covering the wing above the cut has curled. The material is obviously under tension. The rib is sharp. Mechanical flexing of the wing in flight and the sharp edge of the rib will have contributed to the cut. My question above goes to how sensitive fabric is to temperature changes. I recollect a LAME once telling me that putting my homebuilt tube and fabric covered aircraft into the sun would tighten the fabric. The temperature change in the hangar can change from -10 to 20 in a matter of a few hours. A differential of 30 degrees. Over time, could temperature variations contribute to the fabric failure?

Just a quick update. Seems the owner has been caught up on some large work projects, hence the state of the aircraft. As an aside, a couple of the sharp aluminum edges of the wing frame seem to have cut there way through the fabric. Could large temperature changes in the hanger have caused this?

My response is probably a little tangential to your question but I had an opportunity to compare a Prince P tip propeller against an efficient wood fixed pitch propeller on my Varieze. The Varieze uses a Continental O200 engine producing 105 hp as set up. I operated off a short strip, 3,000' above sea level, with power lines at the Northern end, that was challenging during summer when air density was low. An in-flight adjustable propeller was out of the question because of CofG issues. The Prince P tip is a fixed pitch composite propeller. The manufacturer claims it changes pitch by up to 4 inches between take off and cruise because of the tip and shape of the propeller. The Prince propeller, which had a slightly finer pitch to the wood propeller, certainly got me off the ground quicker and climb was good compared to the wood propeller. In cruise the Prince P propeller matched the wood propeller. The Prince P tip and wood propellers both came with the aircraft so I wasn't emotionally invested in either. I simply wanted the best outcome. Stevron, an option perhaps?

Is the engine dead? Can't say but it is an early Jabiru engine. The engine mount welding is none too flash but aside from this it looks flyable.

Not sure what has happened to the pilot but the Cheetah 19-5151 is in the hangar I've recently rented a space in Goulburn. It is very unloved, buried in dust, has flat tires and shoved into the back of the hangar. Steve

I've been flying around and over the Snowy Mountains for the better-part of three decades now and I am still leaning. The snow capped peaks, rocky gorges, and ice covered lakes still take my breath away to this day but you must respect them. The weather patterns provide fantastic opportunities such as the time earlier this year when I flew smooth mountain wave on the North side of Lake Jindabyne climbing 1000' per minute in a Jabiru with the throttle backed to idle but such times are punctuated with reminders of how treacherous the mountains can be. On a return from Wangaratta to Cooma in April I crossed the mountains and the flight was silky smooth lulling me into false sense of security. As I approached the Eastern side of the range I started descending from 8000' and hit a wall of air sending me skyward to hit the canopy and popping open the retracted undercarriage. By all accounts the rotor should not have been there and I learnt a lesson. Barry Wrenford wrote a good article a few years ago on mountain wave. It not only covers the theory but also describes the local wave systems around the Snowy Mountains when they set up with different winds. Well worth reading if you intend venturing down this 'neck of the woods'. The article can be found on the Jindabyne aero club web site in the pilot briefing menu.

Wow

YA I use the concept of 'mission' when making these sorts of decisions. If you want to just potter around for an hour or two every other Sunday then hire. If you want to do aerobatics, fly waterways, or simply fly fast, then you should consider buying. If you want to buy then consider the commitment. Yes there is a financial commitment but there are others as well. There is a committment to finding your new pride and joy a home, to using the aircraft (mechanical things need to be used and not left to rot), and to organising and doing maintenance (it'll be up to you to fix that flat tyre miles from home). I've owned gliders, single seat aircraft and larger and have never regretted it. Cheers

Welcome Paul Piet Fil is Canberra based and building a Pietenpol. I say this in the knowledge that he is intending to move down to Victoria and has quiet on this forum since August. As an aside, there are a few people in the Canberra chapter of the SAAA building in wood. Cheers Steve

Canungra Wow....... this is an old posting. You can see from the response I had to the posting that I was likely unsuccessful with the half fairings. Also, the aircraft is long since sold and the approved ABA drawings for the original wheel fairings went with the sale. I never did have have the molds. That said, if you are after the full wheel fairing molds I can probably provide you with names of former Cassutt racer builders. PM me if you like. Cheers Steve

RE I recollect that Paul Middleton, former CEO of RAA, built a Jabiru tail dragger and afterwards converted it to a tri-gear. Wrong way around compared to what you wish to do but he may be able to help if you can track him down. From memory there was a kitchen table discussion some years ago, between club instructors, and the view was not all that positive towards the tail dragger version, especially in the context of a trainer. The discussion focused on rudder authority and flaps blanketing the tail plane. The upshot was that the tail dragger version of the Jabiru is a very different beast to the tri-gear in terms of manners. Steve

I have time with side stick controls in both gliders and powered aircraft. Both were homebuilt aircraft, in a single seat or tandem configuration, and had interesting behavioural characteristics. The transition was easy enough. In tight cockpits the side stick allowed the use of knee-boards without interference and better visibility of the instrument panel because gauges low and center could be seen. The side stick also provided an armrest, which was not only restful but helped control PIO in aircraft that were pitch sensitive. This said, I am indifferent between center stick and side stick. It depends on your mission or purpose. I would never consider a side stick for aerobatics for example. Steve

I wasn't going to respond to this thread but facthunter has thrown up an issue that is relevant in my context. The airfields I operate from are between 2,700' and 3,600' AMSL with a lot of ground in between going higher. When I hear a radio call from the chopper and fixed wing boys calling heights AGL as they are visually inspecting power lines I understand why and it provides me with relevant information. In this context the form of communication is valuable.

It's got power lines crossing the middle of it, when I last looked, as well.

I hadn't had the Cassutt Racer long and was down at Moruya on the Southern Coast of NSW. It was 20+ degrees and very humid. I had done my usual pre-takeoff checks including using the carbie heater and lined up but had to wait 10-15 minutes before there was a slot in the traffic to get away. The break in the traffic appeared and I took off on 05 taking me out to sea. At 300 feet ASL the engine stumbled and all but died. I was well outside of gliding distance to the beach. There was more than a few tense moments before the engine came good at 150 foot or so above the waves. I learn't from the event that the old Stromberg carbie on the Continental C85 engine was very susceptible to carbie icing, that humidity can cause icing in warm temperatures, and to use the carbie heater just prior to taking off as a matter of routine. So bad was the Stromberg that if there was dew/frost on the ground then I knew I was in for carbie icing, which in Cooma was a daily winter condition. Steve

Jim I can emphasize with your plight. I tend to renew my ASIC every 2 years at the same time my membership is due in mid December. I have found that if the RAA officer who processes ASICs is on leave, nothing happens until her return. Then you have the January shutdown by the outsourced security service provider where nothing happens until late in the month. To add insult to injury the renewed ASIC, eventually received by me in late January/early February, is backdated to December when I made the submission. This effectively robs me of 1-2 months of coverage. So far I've not been inconvenienced because the Christmas period is family time for me with little flying other than locally. The suggestions made above seem a good idea though. Steve

Thanks Murray It is Polo Flat that I fly from. My profile needs updating as I now have a RAA registered Varieze. Look forward to the photos. cheers Steve

Welcome Murray Your build crossed my mind last year and I wondered if you had persisted or not. The last time I saw your aircraft you were cutting and gluing sticks for the wing ribs. I would love to see some photos when you get a chance. cheers Steve

I used to be a gliding instructor both here and in the UK. Rules and etiquette for thermaling gliders with others were taught early in a glider pilot's career. Thermaling in a gaggle is not limited to competitions. Whilst in the UK, at a place called Lasham, I recollect instructing a student and being joined by a dozen others in a thermal I found. Skill levels of these 'others' varied considerably. We all managed. That evening the bar talk took up the topic of how many gliders will a thermal support. We never did conclude the argument. The warm beer didn't help. As an aside I purchased that salto many years later and used it for practicing competition glider aerobatics. The repairs were not good but that is another tale. Cheers Steve

Update of the Yass Development Good news. It seems that the airfield development is going ahead, quicker than I expected. Last weekend I caught up with 2 SAAA members who are looking at hangar arrangements and the associated paperwork. Cheers Steve

Geoff If you look up Dragonflylist in Yahoo Groups there all manner of advice for those converting to the aircraft or doing their test flights. The advice seems to cover the three different landing configuration types. Cheers Steve

At Polo Flat, just North of Cooma and about 1 hour's drive South of Canberra, hangar fees are $250 per month and no landing fees. Steve

Dear Graeme It's a pity about Hall but not surprising. There's a heliport a few miles north of Jason's property so noise sensitivity is understandable. The local chapter of the SAAA did a site inspection of the proposed Yass development last year. A local Ag pilot intends to extend his 500 meter strip. The development work involves major leveling and some road works for a grass strip that is nestled in between hills and subject to mechanical turbulence when the winds are strong. There is also a major investment in a hangar required. On the flip side it is close to Canberra and a LAME has expressed an interest in being involved. Whatever the case it will be a few years off I suspect. The problem with recreation flyers, as a rule, is that they are normally poor so finding pilots who will invest will be a battle. That said, he's having a go so I wish him well. Steve

Welcome GK There are a few airfields that Canberran recreation flyers use: Goulburn, Polo Flat Cooma and Canberra if you have the qualifications and can afford it. If you can secure a spot there is also Hall (if it is still going), Gundaroo (Dick Smith's place), and Braidwood. Many SAAA Canberrans also use Tumut, Adaminaby, Moruya and Temora. The topic has been done before so a search will provide some advice. Cheers Steve