peter2480

Can anyone ID the rectangular instrument on the bottom right with the two toggles please? I've googled transponders, but not finding any match.Also the centre one could be a Narco unit? Not sure.

 

The very bottom corner could be a clock, but the picture, (the only one I have) is too blurry to make that assumption.

 

 

For my full size Viper build. (Still trying to ID all instruments used in the TV series prop.)[/

 

Can anyone ID the rectangular instrument on the bottom right with the two toggles please? I've googled transponders, but not finding any match.Also the centre one could be a Narco unit? Not sure.

 

The very bottom corner could be a clock, but the picture, (the only one I have) is too blurry to make that assumption.

 

 

For my full size Viper build. (Still trying to ID all instruments used in the TV series prop.)

Selector switch shows VHF1, VHF2 and HF. RH knobs are squelch. No idea what the 2 toggles are.

 

The falling leaf is done by flying on the edge of the stall and whenever a wing drops, you pick it up with rudder. As each wing stall alternately you are sort of falling with an oscillating motion and still substantial forward motion.

Using the rudder to pick up the rudder to pick up the wing on alternate sides is stopping an incipient spin keeping kinetic energy to a minimum. As the wing is effectively stalled there will not be much forward momentum involved.

 

 

With reviewing aircraft passage agree you are right onetrack. Too much forward momentum to resemble a 'falling leaf' incipient spin oscillation.

 

 

Have a very good look at that video. Some day that approach could prove to be a wild card. Not dissimilar to what the military refer to as 'falling leaf' technique - designed to reduce the kinetic energy to be dissipated even below the designated stall speed.

 

 

In AUS not accountanting for altimeter error we've 45 hectobars/millipascals of terrain clearance minimum en-route so although not changing the altimeter setting would be an error it would take an extreme example to bump into Mother Earth.Phil do you mind educating us on the difference between area and RPS?[/quote

Not sure what you mean by terrain clearance here - your quoted 45 millibars sounds like minimum LSALT for IFR. Terrain clearance VFR is 500 ft above terrain or 1000 ft over built up area. Accidents are a chain of errors - although 45 millibars is 1350 feet, attention to accuracy maximises the buffer between error and happy days. Keep in mind that there are other obstacles out there too - other aircraft need to be sure of your altitude for effective separation.

Who the hell wants to be above 500' AGL anyway. Way too cold!!

 

 

How was the flight plan looking? It's 2550 MILES from LA to Honolulu. Then what? Island skip via Samoa, Fiji, New Caledonia then QLD? Lot of flight over water in a single-prop aircraft, which must be half full of fuel and half full of drugs...

With that much drugs do you need any fuel?

 

 

Plus SDQDIYou have to take in the element on the road of every other driver trying to kill you

AJ I'm impressed by number of hours in Trike. Must have some serious biceps/triceps. Any long-distance XCountry adventures.

 

 

Perhaps. But there is a difference between improving depth of knowledge and instrument training. There is a centre to the problem but additional learning is probably not it.

 

 

I have a CIR but would not consider flying a RAA size aircraft (quite apart from instrument/pitot heat etc considerations) in IMC. It can get very uncomfortable and very dark very quickly in real IMC as opposed to playing with instrument procedures on a computer/cheap simulator or a bit of under the hood training.

Just to refresh - this thread was commenced wrt a GA aircraft, correct. And no I am not suggesting flying RAA-AUS in IMC, nor am I suggesting that those who are not trained and proficient and current should fly in IMC. The process of attaining an IFR rating is the bit that many pilots could find invaluable - Bob Tait has a great set of study books and after all it is not rocket science - just commitment to further education, particularly Met.

Funny thing though, attempt at humour after such an incident gives a bit of a sour taste don't you think.

 

 

The great thing about training for IFR is it makes you realise how much you have to have going for you to safely fly in poor conditions, ie flight planning, aircraft equipment, pilot recency etc, so you are far less likely to push into it when you shouldn't because you understand IMC better.

That's exactly right Ian.. Its all about 'headspace'.

 

 

Train for IFR rating. It will make any pilot a significantly more proficient pilot with more confidence to make critical decisions at the best time. Will this prevent this type of incident? Almost certainly not. No system is bulletproof.

 

 

I am planning a trip from Jandakot to East Coast. Any suggestions as to most desirable/interesting stop-overs

 

 

If it's not to late I have one in the Ballina Byron Bay area

Roxy,

I have recently become keenly interested in Zen 601 and 701. Are you still in Ballina area. I am close by in Lismore area.

 

Peter

 

 

If it's not to late I have one in the Ballina Byron Bay area

Roxy,

I have recently become keenly interested in Zen 601 and 701. Are you still in Ballina area. I am close by in Lismore area.

 

Peter

 

 

I would like to own A CGS Hawk

 

Hi Wayne,

 

just joined the group recently. I have been following CGS Hawk forums from the States for a while now. I have only seen 1 or 2 for sale over the last year or so. I am keen to see one in the flesh and am curently thinking about the possibility of going over to the States about this time next year to visit OSHKOSH and buy a new kit. Gives me something to dream and ponder over. I particularly like the Hawk Plus Single seat.

 

Peter

 

 

New kid on the street. Flying since 1980. Initially GA licence. The in 1990 Ultralight licence on Drifter. Renewed GA licence in 2003 and obtained Instrument rating. Now principally using 172XP for angelflights and hiring Drifter for local casual flying.

 

Have long been interested in a CGS Hawk and am now more seriously considering buying one from the US. Don't seem to see too many of these in Oz.

 

My focus seems to be returning to RAA as difficult to justify GA for the Sat evening 'let's go flying tomorrow morning' impulse - that's not to say that my 172XP is not very cost effective but I don't get the same thrill that I get in a Drifter - the rewards are differently placed in the 172.

 

Hope to contact others that may have experience with CGS hawks esp Hawk Plus.

 

Cheers for now.

 

Peter