Flyer
-
Posts
420 -
Joined
-
Last visited
Content Type
Profiles
Forums
Gallery
Downloads
Blogs
Events
Store
Aircraft
Resources
Tutorials
Articles
Classifieds
Movies
Books
Community Map
Quizzes
Videos Directory
Everything posted by Flyer
-
landing with the traffic you could just think of it as merging onto the freeway perhaps...;) Landing against the traffic....wot the others already said..:yuk:
-
The only true wilderness left is the space between a greenies ears... or at least thats what I'm told. werewolves could be on the rise too. nothing confirmed but strange happenings going on.:;)6:;) -
Cowboy Up dude. Sweet work and glad all went well. How long is it gunna take to get that stupid grin off your face...?:star: well done Bigglesworth...;);) Regards Phil
-
I was taught the same as Matt. Move to the dead side of the circuit when conducting a go around. Always followed that until I started flying from my now home airfield of Tooradin.... Rule No.2 in the ERSA...There is NO dead side (at Tooradin) In the event of a go around at Tooradin (I've had a couple) I track the centre line, climb hard to avoid traffic from underneath and turn early crosswind as height/ other traffic permits. Orbit. As facthunter puts it, left or right turn to delay your arrival at a specific place. My instructor preferred to extend down wind rather than orbit but would conduct an orbit as a second preference. A go around is initiated from a missed approach, bad landing, aborted landing or somebody positioning himself on the runway without looking or listening. Requires a full circuit to be reflown as opposed to an orbit which is a 360 degree circle conducted as part of a specific leg of a circuit. My 2 bobs worth... Be kind to each other :;)7: Regards Phil
-
Nice work Drifter Driver. Good vid. Nice to see you airborne as well Darren. Love the royal wave from the back seat as well.. Must try one of them drifters one day...looks a lot like riding a motorbike.;) Regards Phil
-
-
Thanks Ian....looks great on a 19" screen.... Now all you need is a aircraft reviewer to review it....;) Regards Phil
-
There are old pilots and there are bold pilots but not many old bold pilots...... Hmmmmm :;)6:
-
Wow...there's some downright ugly boiling cloud there.. Nice pictures Disperse... Regards phil
-
Let's not start on the beaurocratic that goes with motorcycle headlights and daytime riding..... We campaigned hard against that and I am still forced to ride with a light on and no way to turn it off..... guvernments..too stupid for their own good and we compulsorily get to vote the :censored:heads in... End of rant......:;)6: Maybe while on final with the sun behind you turning OFF the landing light may help silhouette you to the background...;) Regards Phil
-
you see HPD.... the plane has a stick in the middle which gets mixed up with other sticks so sticks and containers have to be moved around, I'm also a big bloke and the plane hasn't got that much room for excess stick movement.... The other factor is... stage fright maybe.. regards Phil
-
The bladder is only good for a max of 4 hours so 2 x 50L is good enough for me.... mind you, at that speed it's not going to take long to get somewhere..Melbourne - Adelaide in 2 hours.. Regards Phil
-
Some thoughts..... The worst way to enter a circuit is a straight in approach. No chance of seeing anybody until it's almost too late.. The second worst way to enter is on a modified downwind. You still potentially dont get to see the aircraft upwind and crosswind and what's happening on the ground. The best way to enter the circuit is to overfly above circuit height, have a good look at what the windsock is doing and what aircraft are moving, let down on the dead side and join upwind or crosswind. By overflying, you have had a look for yourself and taken responsibility for the safety of yourself, your passengers and your aircraft. Any information gleaned from other pilots and/or a unicom is now a back up to what you have already seen and can be used or discarded as required. Unicoms can be a great source of information but they do not absolve you from your responsibilities which is to ensure the safe passage of you and your aircraft. regards Phil
-
I couldn't agree more Cirrus. The problem I've found is that when an aircraft is below you height wise they are damn difficult to see. They seem to blend into the scenery so well, strobe lights or no strobe lights. teaching people HOW to do an EFFECTIVE scan of the area may help as well. ( should take about 8 to 10 seconds to scan the area properly) I see plenty of people swinging their heads around but it happens so fast that you dont have time to focus and actually see anything.... Regards Phil
-
Bigglesworth, I understand that some people have RV (Vans kit planes)parties where they invite all and sundry over and everybody gets to check the plane out. You could have a cheetah BBQ and invite all of us over to eat your food, drink your beer and check out your plane...;). No flying of the new plane is allowed. 10 or more sets of eyes would soon pick up any irregularities... Just an idea... Sorry Slarti...still hijacking your thread:;)2: Regards Phil
-
My thoughts would be that this relates to performance (density altitude) and not a melting fuz. Who in their right mind wants to go flying on a 40 degree day....more fun at the pool with a beer ;) Regards Phil
-
Keanlim, I dont know that you do need permission to fly to Tassie. The furtherest distance from land is only about 40nm providing you island hop. You could fly at 9500' over and 8500' back. I understand that rec aircraft aren't allowed over 5000' unless it is an operational requirement... I would contact the CFI at Tooradin Flying School and seek his wisdom as he does the crossing weekly. He would know the traps and pitfalls for sure.....and the legalities. My thoughts and opinions only.... Regards Phil
-
Much safer Bigglesworth. I also dont want to rain on your parade, however, the are old pilots and there are bold pilots but not too many old bold pilots....:yuk: Get somebody with good experience to do the first flight or two for you as the others suggest .....;) We dont need to bury anybody else just yet...and God might just be a tad p$^*ed off with you if you turn up at the pearly gates too early...:;)1: especially as he has, in his wisdom, provided you a forum full of people with knowledge, experience and your best interests at heart. regards Phil p.s. I wont make anymore Kermit jokes ....
-
The core ingredient of the esky aircon is a thermoelectric cooler called a Peltier Device. You simply apply DC to the device and 1 side gets cold and the other side gets hot. You see the $70 cooler eskies with no compressor...they've got one of these devices in them.... Rather than waffle on, I've just put a link here which will tell you all about this great device.... http://www.peltier-info.com/ Start your search here if you want to source one....type in peltier http://www.oatleyelectronics.com/ Regards Phil
-
individual stuff Correct. You cant rely on one on its own being perfect 100% of the time. If you combine them and use them properly you will make it much safer for you and your fellow pilots. I had a radio go to lunch on me the other day and I can tell you my eyesight became pin sharp in nanoseconds. It also transpired that I had probably been flying for an hour without radio. I had another pilot in the aircraft with me so his eyes got put into action as well. Every radio call was doubled and prefixed with "transmitting blind" (a first for me). I had 2 go arounds before I was satisfied that the runway was clear. As it turns out the other guy on the runway (1 of my instructors) was watching as well so we would have been safe. We did a quick debrief on the whole scenario and I did everything by the book except reset the radio (turn off then back on). Scared me a bit realising that nobody could hear me. Another one taken from the bucket of luck and put into the bucket of experience. :) Regards Phil
-
Aircons are heavy, the penalty is a lower useful load. They're also power robbers. I did all of my PPL training in Alice Springs and I can tell you from experience that you will want and need ALL the power available to you in the event of a go around etc etc ..... and then some.... However, in saying that, part of the checklist normally requires the aircon be turned off prior to landing and take off. With all of my flying out of Alice Springs on hot days, the only time I ever got hot was taxiing around and take off (leave doors ajar helps). Once established at 8500 to 9500 it was much cooler. Anything below that was as rough as hell with all of the thermal activity on a 40 degree day.... Regards Phil
-
You da man Bigglesworth..;) Are you running the 4 cyl or 6 cyl jab motor? Are you still green??:) Regards Phil
-
Thanks for pointing that out Mike. I feel slightly embarrased and I've corrected my previous post....
-
Um.... a Jabiru sinks like a brick at 65 but glides well at 70 ....from seat of my pants with a fence rushing at me observation....:;)6: I do believe I scared the bejesus out of my poor instructor that day.... Go out into the training area and understand what best glide and minimum sink speeds feel and look like. It will be worthwhile.... Regards Phil
-
Arrr....scary.... The next question is how does this apply to composite aircraft like the Jabiru and, say, Flysynthesis aircraft like the Texan ? What inspection techniques do they use to inspect these types of planes ? Is there a LAME that could enlighten us perhaps please? Regards Phil