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408059

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Everything posted by 408059

  1. Jabirupilot

     

    My apologies, I've just seen your cry for help. I may be able to assist.

     

    Cheers

     

    Steve

     

  2. On my computer they are images. Just click on them and expand. Of interest to me is the point being made from the images. I'm unsure as to what it is. Matty, would you care to elaborate please?
  3. My understanding is that aircraft trying to avoid landing fees by not making circuit calls, or calls without registration, or calls with the wrong registration are a big problem for airport owners chasing landing fee revenue. The industry, and I'm being deliberately vague because I've heard this third hand, is being advised to install camera's to catch the 'cheats'.
  4. Last Sunday afternoon was a glorious day to go flying at Goulburn but there was no one around. Normally I'd see a half dozen aircraft based at Goulburn airport flying. It could be coincidental but the sign/pole is a likely contributor. Next to the sign is a pole. On top of the pole is a camera to record the movements so the airport owner can charge aircraft owners using taxiway delta. The owner of the hangar I rent from did some measurements during the week. I'm not sure that it is much consolation but the claim is the sign/pole is illegal. The sign/pole are within 22 meters from the taxiway center line. I'm told that at a licenced airfield it should be 32 meters. I left on Sunday, after my flight, thinking about other airport options.
  5. 408059

    408059

  6. Two thoughts OK 1) I currently use a $12 dolly from Bunnings strapped to the front of the fuselage. There is no weight on the nose because it is a pusher aircraft. It enables easy maneuverability by me and the other owners when aircraft are moved around the hangar. I upgraded the wheels when I started to wheel the aircraft in and out of the hangar. 2) Going back to my glider days, hangar rash was a weekend occurrence. We devised a system of rails to overcome it. Each glider was assigned a rail (overturned and pinned angle iron) for the main wheel. The tail wheel was on a dolly. The rails ran outside the hangar. On the rails was a trolley made from caster wheels. In the trolley sat the main wheel of the glider. The trolley was accessed by a ramp made of compressed dirt or concrete or wood outside. The aircraft was pushed/pulled up/down the small ramp onto/from the trolley. There were two rails for every door of the hangar fitting two gliders. The system completely eliminated hangar rash and sped up the process of putting aircraft away of an evening when everyone tired and wanted to get away. Cheers
  7. Yes a curious choice. There are many famous aviatrix's in the Australasian area that could of been selected if gender was a selection criteria. Bonney, Miller and Batten to name but a few contributed to the advancement of aviation. Jean batten's exploits (yes she was a New Zealander) in particular has impressed me. But then again they didn't write a book, which had quite a few historical names in it, and didn't pass away recently. I met Nancy Bird-Walton several times and found her personable but she most certainly was focused on her Australian Women's Pilot Association during those encounters, which was not unexpected.
  8. Methusala I had a bit of interest in the Bede back in 2006 when Juan Jimenez held a workshop at Hoxton Park. The workshop attracted about 20 odd people and a couple from New Zealand as well. Juan supported a builders forum at the time and had bought Quentin's BD5-J. It seems it not only had thrust issues but there were oil leaks and installation issues as well. Juan took the aircraft with him when he migrated from USA to South America. He later sold it. I'm not sure where it ended up.
  9. 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.
  10. 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.
  11. 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
  12. 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.
  13. 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
  14. 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?
  15. 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?
  16. 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?
  17. 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.
  18. 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
  19. 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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