rgmwa

That's an arrival, not a landing rgmwa

Must be an English castle. rgmwa

Reminds me of this one: G'day Mate, I am writing to you because I need your help to get me bloody pilot's licence back. You keep telling me you got all the right contacts. Well now's your chance to make something happen for me because, mate, I'm bloody desperate. But first, I'd better tell you what happened during my last flight review with the CASA Examiner. On the phone, Ron (that's the CASA d*#"head), seemed a reasonable sort of a bloke. He politely reminded me of the need to do a flight review every two years. He even offered to drive out, have a look over my property and let me operate from my own strip. Naturally I agreed to that. Anyway, Ron turned up last Wednesday. First up, he said he was a bit surprised to see the plane on a small strip outside my homestead, because the "ALA"(Authorized Landing Area), is about a mile away. I explained that because this strip was so close to the homestead, it was more convenient than the "ALA," and despite the power lines crossing about midway down the strip, it's really not a problem to land and take-off, because at the halfway point down the strip you're usually still on the ground. For some reason Ron, seemed nervous. So, although I had done the pre-flight inspection only four days earlier, I decided to do it all over again. Because the prick was watching me carefully, I walked around the plane three times instead of my usual two, and as far as I could see she looked fine. My effort was rewarded because the colour finally returned to Ron's cheeks. In fact, they went a bright red. In view of Ron's obviously better mood, I told him I was going to combine the test flight with some farm work, as I had to deliver three "poddy calves" from the home paddock to the main herd. After a bit of a chase I finally caught the calves and threw them into the back of the ol' Cessna 172. We climbed aboard, but Ron started getting onto me about weight and balance calculations and all that crap. Of course I knew that sort of thing was a waste of time because calves, like to move around a bit particularly when they see themselves 500-feet off the ground! So, it's bloody pointless trying to secure them as you know. However, I did tell Ron that he shouldn't worry as I always keep the trim wheel set on neutral to ensure we remain pretty stable at all stages throughout the flight. Anyway, I started the engine and cleverly minimized the warm-up time by tramping hard on the brakes and gunning her to about 3,000 RPM. I then discovered that Ron has very acute hearing, even though he was wearing a bloody headset. Through all that noise he detected a metallic rattle and demanded I account for it. Actually it began about a month ago and was caused by a screwdriver that fell down a hole in the floor and lodged in the fuel selector mechanism. The selector can't be moved now, but it doesn't matter because it's jammed on "All tanks," so I suppose that's okay. However, as Ron was obviously a nit-picker, I blamed the noise on vibration from a stainless steel thermos flask which I keep in a beaut little possie between the windshield and the magnetic compass. My explanation seemed to relax Ron, because he slumped back in the seat and kept looking up at the cockpit roof. I released the brakes to taxi out, but unfortunately the plane gave a leap and spun to the right. "Hell" I thought," not the starboard wheel chock again." The bump jolted Ron back to full alertness. He looked around just in time to see a rock thrown by the prop-wash disappear completely through the windscreen of his brand new Commodore. "Now I'm really in trouble," I thought... While Ron was busy ranting about his car, I ignored his requirement that we taxi to the "ALA," and instead took off under the power lines. Ron didn't say a word, at least not until the engine started coughing right at the lift off point, and then he bloody screamed his head off. "Oh God! Oh God! Oh God!" "Now take it easy Ron," I told him firmly. "That often happens on take-off and there is a good reason for it." I explained patiently that I usually run the plane on standard MOGAS, but one day I accidentally put in a gallon or two of kerosene. To compensate for the low octane of the kerosene, I siphoned in a few gallons of super MOGAS and shook the wings up and down a few times to mix it up. Since then, the engine has been coughing a bit but in general it works just fine, if you know how to coax it properly. Anyway, at this stage Ron seemed to lose all interest in my test flight. He pulled out some rosary beads, closed his eyes and became lost in prayer. (I didn't think anyone was a Catholic these days) I selected some nice music on the HF radio to help him relax. Meanwhile, I climbed to my normal cruising altitude of 10,500 feet. I don't normally put in a flight plan or get the weather because, as you know getting FAX access out here is a friggin' joke and the weather is always "8/8 blue" anyway. But since I had that near miss with a Saab 340, I might have to change me thinking on that. Anyhow, on levelling out, I noticed some wild camels heading into my improved pasture. I hate bloody camels, and always carry a loaded 303, clipped inside the door of the Cessna just in case I see any of the bastards. We were too high to hit them, but as a matter of principle, I decided to have a go through the open window. Mate, when I pulled the bloody rifle out, the effect on Ron, was friggin electric. As I fired the first shot his neck lengthened by about six inches and his eyes bulged like a rabbit with myxo. He really looked as if he had been jabbed with an electric cattle prod on full power. In fact, Ron's reaction was so distracting that I lost concentration for a second and the next shot went straight through the port tyre. Ron was a bit upset about the shooting (probably one of those pinko animal lovers I guess) so I decided not to tell him about our little problem with the tyre. Shortly afterwards I located the main herd and decided to do my fighter pilot trick. Ron had gone back to praying when, in one smooth sequence, I pulled on full flaps, cut the power and started a sideslip from 10,500 feet down to 500-feet at 130, knots indicated (the last time I looked anyway) and the little needle rushed up to the red area on me ASI. What a buzz, mate! About half way through the descent I looked back in the cabin to see the calves gracefully suspended in mid air and mooing like crazy. I was going to comment to Ron on this unusual sight, but he looked a bit green and had rolled himself into the foetal position and was screaming' his 'freakin' head off. Mate, talk about being in a bloody zoo. You should've been there, it was so bloody funny! At about 500 feet I levelled her out, but for some reason we kept sinking. When we reached 50 feet, I applied full power but nothing happened. No noise no nothin'. Then, luckily, I heard me instructor's voice in me head saying "carb heat, carb heat." So I pulled carb heat on and that helped quite a lot, with the engine finally regaining full power. Whew, that was really close, let me tell you! Then mate, you'll never guess what happened next! As luck would have it, at that height we flew into a massive dust cloud caused by the cattle and suddenly went I.F. bloody R, mate. You would have been really proud of me as I didn't panic once, not once, but I did make a mental note to consider an instrument rating as soon as me gyro is repaired (something I've been meaning to do for a while now). Suddenly Ron's elongated neck and bulging eyes reappeared. His mouth opened very wide, but no sound emerged. "Take it easy," I told him, "we'll be out of this in a minute." Sure enough, about a minute later we emerged, still straight and level and still at 50 feet. Admittedly I was surprised to notice that we were upside down, and I kept thinking to myself, "I hope Ron didn't notice that I had forgotten to set the QNH when we were taxiing." This minor tribulation forced me to fly to a nearby valley in which I had to do a half roll to get upright again. By now the main herd had divided into two groups leaving a narrow strip between them. "Ah!" I thought, "there's an omen. We'll land right there." Knowing that the tyre problem demanded a slow approach, I flew a couple of steep turns with full flap. Soon the stall warning horn was blaring so loud in me ear that I cut its circuit breaker to shut the friggin’ thing up, but by then I knew we were slow enough anyway. I turned steeply onto a 75-foot final and put her down with a real thud. Strangely enough, I had always thought you could only ground loop in a tail dragger but, as usual, I was proved wrong again! Halfway through our third loop, Ron at last recovered his sense of humour. Talk about laugh. I've never seen the likes of it. He couldn't stop. We finally rolled to a halt and I released the calves, who bolted out of the aircraft like there was no tomorrow. I then began picking a good load of dry grass. Between gut wrenching fits of laughter, Ron asked what I was doing. I explained that we had to stuff the port tyre with grass so we could fly back to the homestead. It was then that Ron, really lost the plot and started running away from the aircraft. Can you believe it? I saw him running off into the distance, arms flailing in the air and still shrieking with laughter. I later heard that he had been confined to a psychiatric institution - poor bugger! Anyhow mate, that's enough about Ron. The problem is I got this letter from CASA withdrawing, as they put it, my privileges to fly; until I have undergone a complete pilot training course again and undertaken another flight proficiency test. The buggers also told me the plane was grounded. Can you believe it? Now I admit that I made a mistake in taxiing over the wheel chock and not setting the QNH using strip elevation, but I can't see what else I did that was so bloody bad that they have to withdraw me flamin' license and ground the Cessna. Can you? `Bluey’ O’Malley Mud Creek Station Outback Western Australia

Lucky!

This should work:

I always thought it was only one person from a team, but then I've been wrong before (apparently). rgmwa

ASI, altimeter, magnetic compass and clock (watch will do) as a bare minimum. However you may want to add a few more like `skid ball', fuel gauge, oil temp and pressure, tacho etc. A radio would be a good idea too..

That's going to be interesting. For example Lycoming makes both Certified engines and Non-Certified Experimental engines. Is CASA really going to say that a new Lycoming can't be flown over populous areas? Are they going to check the paperwork of every RV, Lancair or other type of Lycoming powered experimental aircraft that flies into a Class D airport? What happens to such aircraft that are already based at a Class D field? Do they all get kicked out now? rgmwa

I'll just run it past CASA and let you know.

Yes, it's been done that way before. Only you can decide which way to go. It comes down to money, time and motivation. You've obviously got the motivation, but I can see time being a problem if you're doing a demanding uni course at the same time, and money is a problem for most of us. Whichever way you go, at least do a trial instruction flight to see how you like it.

I'm probably the wrong person to ask as I've only ever seen one up close and it later crashed (engine failure, but that can happen to any aircraft). I've read about them and have no reason to think they're less safe that any other homebuilt when they're properly built and maintained. As they are a single seater, you'll be learning to fly in something else anyway, so I'd be focussing on getting your licence or certificate first. If/when you do start, contact SAAA and have them appoint a technical counsellor to look over your shoulder.

Only 2-3 weeks? Have a look on eBay or Amazon and see if you can pick up a copy of `Sportplane Construction Techniques" by Tony Bingelis. He was a very well known builder from a few years ago (more than a few years ago now), but his books are a goldmine of great information, especially for scratchbuilders. That book and others he wrote will give you a good insight into what's involved.

Have a look on the internet. There are plenty of blogs by people documenting their builds, including on this site: Marty d's CH-701 build log And a Savannah S in Sweden. and of course: The XPB Stage 1 underway. and DooMaw - building a STOL However, don't be in too much of a rush to start ordering sheets of aluminium or plywood. Building takes a lot of time and your engineering studies will keep you very busy for a few years. Do the research and find out as much as possible now, so that when you do start you will have made the right choice of aircraft and have the resources (time and money) to finish it.

There's always next year.

Come down to the Serpentine Fly-in on the 24th September and have a wander around the hangars. You'll be able to talk to some builders and get an idea of what's involved in scratch building or building a kit aircraft. rgmwa

I wasn't trying to talk you into an RV-12, just saying that Vans do make a factory-built aircraft (mine is VH by the way). I agree that for what you have in mind, the RV-14 would be a better fit. Not cheap, but then you get what you pay for. rgmwa

Vans sell the RV-12 as a factory-built aircraft with either a 912 ULS or iS engine, but if you want an RV-14 then it will come in crates only. rgmwa

They should probably be paying you for beta-testing the engine for them. You haven't had a good run with it so far.

RV-12 spin testing: rgmwa

I thought it was OK, but not great. Wouldn't see it again. The storyline was disjointed and they must have shot the same poor old Me109 down three times. I read the book by Joshua Levine who was a historian/advisor for the film. They did land the Spitfire (owned by Dan Friedkin) on the beach. After it landed, the plane got stuck in the soft sand, and the crew had to run over to help push it out before it was able to take off ahead of the in-coming tide and before it got dark. rgmwa

As a point of interest, Vans have just introduced the 912iS in their RV-12 as the standard engine for this plane, although the ULS is also available. A few weeks ago they flew both their 912ULS equipped RV-12 and the iS version side by side from Oregon to Oskosh. The ULS used 60 gallons for the trip and the iS used 45 gallons under as near identical real world conditions as you could probably get. rgmwa

The annual Fly-in at Serpentine is on again on 24 Sept. Worth a visit if you'd like to see a good selection of RAAus and VH homebuilts and other interesting aircraft. rgmwa

Reminds me of this thread from a few years back started by djpacro: Lecomber's Spin rgmwa

And it's still flying.

What does it cost to build something that size? Can't be cheap. rgmwa