JG3

Yep, crush plates are the same.

I made those tie-downs that BM was using at Avalon. It was a violent storm front that blew several aircraft away. BM's Savannah was tied down at the junction of the strut with the wing. The force ripped the strut off the wing and flipped the aircraft on it's back. The tie-downs were still holding in the ground. These tie-downs were meant to replace the Screw-Its. I never got around to officially naming them but they were generally called 'Whack-em-Downs'. I only made about a hundred and sold them by word of mouth, but got distracted by other projects and got too lazy to carry on with production work. Now I've handed over the design and manufacturing jigs to some one else who is now tooling up his workshop for production. Don't know when he will be in production, but there are already several potential customers waiting. Those tie-downs should be in production because they really do work well. Can drive them into the hardest ground and still easy to pull with the hammer/pulling tool. Lots easier to drive and pull than the 'clam', and weigh less. Hopefully we'll see them advertised soon, watch for them.

I'm sure many have thought of the concept, but then realized the problems with practicalities.... Where is that WA trike now, and how much has it flown??? Patent applied but we haven't seen any production....

I've built a 95.10 that I call my High Clearance Trail Bike. The wing is Drifter skins on my strut braced frame, so essentially the same as a Drifter wing. Bottom surface 12.5 degrees in three point attitude. Weight is 184kg so it's heavier than a pre-cert. When holding the tail wheel on the ground, it leaps off at 33kts indicated, landing pretty much the same. Flies just fine at that speed, and of course hold down in ground effect and the speed quickly builds up to 50 for a good safe climb. Sure is great for STOL ops off rough ground..... A lot of Drifters sitting at that flat stance on the gear give up a whole lot of STOL capability.... I'd like to see a Drifter with motorbike wheels on the mains to increase the three point attitude. Probably small trail bike wheels would be tall enough to give the right attitude. Sure would look cool.... Would have to machine hubs or adapters to mount on the stub axle, but not a big problem. Might even be able to use motorbike caliper brakes....

I don't have any photos but will try to do some on Sunday....

I once did a long trip on Avgas, and after 70 hrs got a bad mag check.... The first plug that I pulled the gap was completely closed by lead deposit. In all the others the cavity between the insulator and shell was full of deposit.

Also beware of the seller suggesting using an escrow company that they have found trustworthy to supposedly protect you until goods received. That escrow company will have a legit looking website but is also a part of the scam, and the money will disappear. If you must follow the temptation of that sale, then use your own escrow broker who will only release your funds after you receive the article.

'Beanie mod', see StolSpeed Aerodynamics - Performance Enhancement for Light Aircraft

Yep, Joe did the very first Beannie mod, also was one of the first to remove his slats long ago.

This is my buddy Joe Spencer from Mississippi, flying the VFR corridor along the Hudson River, right past downtown New York city, in his Zenith 701.

Almost two hours flying time, maybe doing touch and go, could be out of fuel.....

We've replaced several windscreens. We find 2mm plenty thick enough and still easy to work and cut with tin snips. The original was 1.5mm. Note: When using the original as a pattern to cut out the thicker one, leave an extra 12mm on the door post edges, otherwise the new one will be several mm short. Trim to suit after drilling and clecoing the door posts. Drill 4mm holes for the 3mm rivets to reduce stresses. Riveting the front down tubes creates concentrated stress points that can start cracking, so don't rivet them. After the door posts are riveted, force a dense foam strip between the down tubes and the screen. We find the foam material about 8mm thick used for concreting expansion joints to be ideal. Poke it in with a screwdriver, thus tensioning the polycarb. Works really well.

This is how I did it for my early Savannah StolSpeed Aerodynamics - Performance Enhancement for Light Aircraft Photos aren't very clear, but if you need more info just ask. Works really well and I've used it a lot.

Not a recent flight, but definitely flying adventures. Great memories! Flying Adventures of the Eager Beaver Wishing everyone great flying adventures in the coming year. JG

Does anyone know how high the CTAF airspace extends above an uncontrolled airfield?? I understood that is is 3000' AGL, but I don't know where or if it's written.... The reason I ask is that I often hear aircraft overflying my home field at Kilcoy (alt 400') and announcing that they are approaching and overflying at 3500', direction, intentions, etc, etc.... An aircraft at that altitude is of no interest to me at circuit or approach altitude. But a radio transmission from that altitude carries widely, to Tyagera, NSW and way north of Gympie, and so ties up MULTICOM radio time for a wide area that also has no interest in the content. Seems to me that when flying x-country at 3000' AGL or above we would be best to not clutter the airwaves with such 'overflying' broadcasts......

[quote=Of greater benefit (in my opinion) is that the vortex generators improve the aileron authority deeper into the slow flight regime. I am interested in experimenting with vortex generators only affixed to the outboard section of the wings so as to enhance the low speed authority of the ailerons while leaving the inboard section of wing to stall at it's normal angle of attack. It seems likely that others may already have experimented with this idea and I am wondering if any information is available? I am especially curious if a second row of vortex generators closer to the ailerons has been experimented with and if it has proved to be beneficial or not? Thank you. Yes, VGs only in front of the ailerons has been tried many times and is effective in increasing aileron authority at lower speeds. Jabiru 200 series have particularly noticed this. There is unlikely any benefit placing a second row of VGs farther back near the aileron, due to the thickening boundary layer at that point. The vortexes once generated by the VGs at the front of the wing are very persistent and stream right back to the trailing edge.

The flaperons were set incorrectly, with some downward droop. When he got the ICP jig to set them properly, all came good.

Woman: Do you drink beer? Man: Yes. Woman: How many beers a day? Man: Usually about three. Woman: How much do you pay per beer? Man: $5.00 which includes a tip (this is where it gets scary!) Woman: And how long have you been drinking? Man: About 20 years, I suppose. Woman: So a beer costs $5 and you have three beers a day which puts your spending each month at $450. In one year, it would be approximately $5400 correct? Man: Correct. Woman: If in 1 year you spend $5400, not accounting for inflation, the past 20 years puts your spending at $108,000 correct? Man: Correct. Woman: Do you know that if you didn't drink so much beer, that money could have been put in a step-up interest savings account and after accounting for compound interest for the past 20 years, you could have now bought an airplane? Man: Do you drink beer? Woman: No. Man: Where is your airplane?

Good point on family commitments at Easter..... Also, Easter moves around a lot. So choose a weekend in that time of year based on the the best weather history. But focus it like the old Narromine Fly-Ins. No emphasis on the wide public, but make a special effort to appeal to those interested in getting involved in our sport, and want to spend their time browsing the flightline up close and talking to aircraft owners and maybe going for a ride or two to experience our world. That's a treasured memory that I have of the old Narromine, feeling like I've helped someone into our sport, and I'm sure that there are some flying now whom I've encouraged at those good old fly-ins. That's a far more effective way to ensure the future health of our sport..... Compromises trying to please too wide an audience seldom work well for anyone..... Let those who just want entertainment go to the airshows, but leave us the airspace and freedom to visit with other flyers and prospective flyers and take them for a ride whenever it feels right.......

What a good idea! Easter is when the traditional Narromine Fly-In used to be held, and that was very popular, with 200+ aircraft flying in. Narromine is still the best venue, with very convenient facilities for camping or soft accommodation, and locals who welcome such an event and have experience how to host it.

Moruya is the most secure airport I've ever visited. Double electric fence plus a light beam! And Twice required to show ASIC card up close for detail.....

I have a spare pin you can have. PM me and I'll send it to you. JG

I'm so glad that I experienced 11 years of the old Narromine flyins. The greatest memories! We spent the whole days wandering around the aircraft, kicking tyres, visiting with other flyers, learning from their real life experiences with those aircraft, and swapping rides. It all worked so well..... Low cost and minimal organization and NO AIRSHOW..... Let's remember that those old Narromine flyins weren't in decline they were still thriving, until they were suddenly transferred (some would say stolen) to Temora. The format changed and the advertising was, "...come and hear the Spitfire and watch the airshow...", but then it quickly declined and failed..... Changing the venue back to Narromine isn't the solution, the format is the problem..... I don't know if it's possible to resurrect the old style informal flyins at Narromine. Once momentum is lost due to all those disruptions, it might be hard to recover. But sure does seem worth a try. Minimum cost so minimum risk, but sure needs a different approach than present..... Once again I'm very thankful that I had the chance to enjoy those early Narromine Fly-Ins......

I've had excellent experiences with trailerable aircraft in the USA, as shown in my website stolspeed.com. I've also done lots of Xcountry travelling in fixed wing aircraft, but having to camp under the wing in bad weather and having no transport from airfields into town is a nuisance. Towing an ultralight in a trailer with a camper van gives a comfortable bed and wheels to get around. But very few of such aircraft and trailer rigs around. One of the best would be the Kestrels, designed and built in Brisbane, with a long history of safe flying. I once flew such a Kestral from SE Qld to Horsham Vic, and it went well. Now I note that there's a Kestrel with an excellent trailer for sale in the classifieds. I've seen that particular aircraft flying many times years ago and know it's well looked after. Kestrel Recreational Aircraft Cat 95-10 | Recreational Flying I'd grab it myself except that I've just finished building my own design and trailer to do the same sort of travel around flying. JG

This cable, especially designed for the 912 dual carb engines works really well, and carbs stay in balance long time. Top quality construction and really easy installation. I've used one for years and several other 912 owners have also found them to be excellent, three more owners at our airfield are installing them right now. Only have one throttle knob in the cockpit, but the pax can reach across if needed. McFarlane Aviation McFarlane Aviation - Rotax Throttle Controls - Panel Mount You need the six foot model to reach the far carb properly.