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  1. 408059

    Guess This Aircraft ?

    pietenpol air camper?
  2. 408059

    Taralga-Garthawa airstrip

    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
  3. 408059

    Morgan Cheetah - engine options?

    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?
  4. 408059

    Morgan Cheetah - engine options?

    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?
  5. 408059

    In flight adjustable propeller

    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?
  6. 408059

    Morgan Cheetah - engine options?

    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.
  7. 408059

    Morgan Cheetah - engine options?

    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
  8. 408059

    The 'Nevada Triangle'

    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.
  9. 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
  10. 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
  11. 408059

    Wheel Fairings

    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
  12. 408059

    Jabiru Taildragger

    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
  13. 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