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408059

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About 408059

  • Rank
    Well-Known Member

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  • Gender
    male
  • Aircraft
    Varieze
  • Location
    Goulburn
  • Country
    Australia

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  1. The gyro is Australian designed and built. The proprietor sometimes uses the hangar I rent for storage of assembled aircraft prior to distribution. I've got to be a little careful and sensitive with my words because of the recent deaths. When I last saw him I inquired about his Christmas. He put his hands to his face and shook. After the Orange incident he had been around Australia and the world inspecting and test flying the aircraft he manufactured. He also indicated that the so called parts that had failed had been independently retested and far exceeded design. This latest incident will be devastating to him.
  2. 408059

    Going bare

    The Varieze has two rudders each activated independently by your feet. Accordingly, resting your feet on them is a big no no. Both rudders would move giving you some uncoordinated flight and an air-brake. Also, the springs for each rudder are light. Light shoes are the order of the day.
  3. Kaz I used to fly Cooma (Polo Flat), across the coastal range, and onto the coast regularly. Taking my Racer to my LAME in Moruya, attending BBQs at Frogs Hollow, whale watching off Montague Island, and visiting friends in Merimbula. The coastal range is spectacular with scenery only possible from the air. Well worth going out of the way for just to see the gorges off the escarpment and alpine lakes close to Bombala. If you are travelling in a straight line I'd suggest you stay high and avoid strong Westerlies. You will be within gliding distance of something safe nearly all of the time. Those more conservative will pick the Bega valley, and others further North, or South, to fly across because of the availability of paddocks to land in. Training schools on the coast, and Cooma way, send their students across these mountains all the time (and for that matter the Snowy mountains). It's simply a matter of preparation. Weather can be an issue. The distance between my home base in Cooma and the coast was less than 50nm but most times the weather patterns were very different. Two years back there was a BBQ at Frogs Hollow. A great bunch of people. An Easterly wind started picking up on the North/South strip and the coastal range started to clag in. It was not forecasted. Within 15 minutes the aircraft from Jindabyne, Cooma, and Adaminaby were on their way to be greeted by blue sky and no winds at their respective home bases. Care is all that is needed, Frogs Hollow has no fuel but it's easily obtained from Merimbula. Well worth the venture I'd suggest. Steve
  4. 408059

    Guess This Aircraft ?

    Falconar Avia Maranda?
  5. FS Firstly, welcome. I see that you are new to the forum. This topic has been done a couple of times so a search will reveal previous threads. In a nutshell Canberra is available if you have the money. Polo Flat, just north of Cooma has hangarage and fuel but the owner is actively trying to sell the strip. Jindabyne had some hangarage available when I last asked early this year but is 2 hours down the road and has limited fuel availability. Canberra based SAAA members have spread themselves across several airfield including Goulburn, Tumut and Temora. Goulburn has some hangarage available from the owner and some private hangar owners but others in this forum will caution you about the owner and tone of the airfield, (there have been some legal disputes). Tumut Club advertises space available, has fuel but is 2 hours away by car. Temora has a good aviation community, fuel and hangarge should not be a problem but you are getting close to 3 hours away. The Yass development seems to be floundering from DA issues with the Council and resident complaints. The Williamsdale development seems to have fallen over and nothing has been said for several years. The Dick Smith airstrip was suggested last time and it would be interesting to see if anyone secured hangarage. The Hall strip I've not heard anything about in decades. That's about it.
  6. 408059

    Guess This Aircraft ?

    pietenpol air camper?
  7. 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
  8. 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?
  9. 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?
  10. 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?
  11. 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.
  12. 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
  13. 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.
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