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metalman

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Everything posted by metalman

  1. metalman
    I use a knee pad for my iPad , the only suction thing in the cockpit is the aerial for the gps, and it two has a service life of about ten minutes. The knee pad works well, I roll it off to the side of my thigh for takeoff and landing , Matty
  2. metalman
    It'll be interesting to see all the part61 changes in action (inaction?) ,the info night I went was a bit light on answers! Matty
  3. metalman
    Yeh I was wondering if it would work, I did a GA tailwheel and it automatically transferred to RAA , I wonder if you did the endorsement in a VH plane but didn't have a PPL would it still count Matty
  4. metalman
    http://www.lilydaleairport.com.au/LFS.htm Craig Hammond is the CFI and also the owner of the Eurofox, I think the guys at Tocumwal use one for training as well but I don't know their contact details, Cheers Matty
  5. metalman
    I get the feeling the original question has got a bit lost ,,,,,,
  6. metalman
    Well, I have a Skyfox/Kitfox type and spent heaps of time in the above eurofox , and I happen to be about the same dimensions as you ,120kg 6'3, the eurofox is a lot more comfy than my plane ,and faster, and nicer panel,,,,and nicer wheels,,,and can land slower,,,,I should buy one I think! But as I said ,time in the eurofox put me in good stead to do the initial test flying in my plane , as DP says the super decathalon with the metal spars will do the weight ,but, if you need to skill up in something tricky the foxes will get you there. The eurofox will carry you ,a FI and the fuel needed, 580kg max and around 310kg empty , and you'll have a ball in it ,they really are a top little plane! Matty
  7. metalman
    The eurofox at Lilydale is 580 mtow, might be an option, and it's squirrelly enough to teach you well, the citabrias are a great plane but not many other taildraggers are as nicely mannered.
  8. metalman
    max wind speed of 24 knots makes it a pretty useless aircraft really, and the xwind is pretty low for a tricycle geared plane, maybe the testing was done with the pilots feet on the floor instead of the pedals! matty
  9. metalman
    From a legal point if the TAF for your destination showed the xwind to be above the POH limit you might have an issue , but it really is a very open ended figure really dependant on the pilots skill,if listed as "recommended" or "dependant on skill", also landing across the runway reduces the crosswind component quite a lot , there's a lot of open endedness with these figures, it would be hard to go to court against a claim I reckon. And as anyone with more than a couple of hours would've experianced sliding down final and watching that nice headwind turn into a freckle puckering crosswind, it would be a pretty game insurance co to deny a claim on something so vague . And as a side note I've got some hours in a sport star and reckon its one of the more squirrelly tricycle geared jiggers around, which would account for a lower demonstrated xwind , maybe. Matty
  10. metalman
    Very hard to to prove, even as the wind can change direction quite a bit in gusty conditions, and it's also not often the sock it 90deg to the strip, so the amount of crosswind isn't always as much as we think. Beside 10 knots isn't much for a tricycle gear ,I would've thought a sportstar would do better than that,
  11. metalman
    Quite creepy hearing the transmissions
  12. metalman
  13. metalman
    Saw something on TAA about it as well,
  14. metalman
    As you start on the cross country part of your certificate( or PPL) you'll learn about the difference between heading and track, but the basic idea is that you will have a certain amount of wind coming at the aircraft either from the sides, rear or front, working out what angle you have to fly the aircraft in relation to the wind will determine how much difference there is between what the compass is reading and the aircrafts track across the ground. Next time your on final with a bit of cross wind have a quick look at the compass, it will read different to the runway heading . Depending on the component of headwind to crosswind ( or tailwind ) will have an effect on the ground speed, Matty
  15. metalman
    Basically yes,,there's the difference between indicated and true airspeed, as a rough calc true is 1.5 knots per thousand feet. If your indicating 100kias @a050, then true airspeed would be about 107 true airspeed, air density makes a bit of difference but as a rough guide I find this works out okay. You'll notice the higher you go the lower your airspeed seems, but by working out your true speed you can get a better picture of your speed. Matty
  16. metalman
    wow, pretty wild flying, how he stops it with the nose nearly vertical and doesn't climb is pretty cool,thanks DP
  17. metalman
    And always being hangared is a must for timber aircraft, being outside is hard on any aircraft but timber really needs to be protected from the elements. I've never flown one. But they're a sweet looking plane, I filmed one if the lethbridge ones taking off last year( I think it's on my utube channel) at the toy run ,looked nice, Matty
  18. metalman
    Very different style to airshow routines, shame the WX played havoc with the event,
  19. metalman
    too right Nev, the thing we've had to learn is the mexicans don't make plans according to the weather, they just make plans and let the weather do what it does! As I write it is an absolutely spectacular day,,,inwhich I have to work,,,,maybe a run down to Tyabb tomorrow for the SAAA meeting, or a saunter over the Grand Prix on the way (must see if there's a notam on that one) Matty
  20. metalman
    We moved from QLD to VIC a couple of years back, my logged hours have almost doubled , which surprised me with the weather here being less than sunny for a lot of the time. With daylight savings in the summer months I get around fours to go flying through the peak of the season. I've already been able to go flying a lot already with last light at around 20:00 and the air is quite often so smooth in the evenings ,lovely !!!! I've also noticed that in the southern states we tend to fly when the conditions aren't perfect ,whereas up home if it was a bit crappy I would put it off till another day , down here a better day might be a month off :) Matty
  21. metalman
    If I was in the situation where I had to get out of the circuit for some reason , on a left base I'd turn midfield crosswind to the dead side of the circuit then if rejoining I'd do a normal midfield downwind join( or crosswind ,depending on where I ended up) , rules? Not sure but if it's nessasary to get out of the circuit I'd consider this the safest way to go about, that's about as close to an orbit in the circuit I'd ever get ( I've never done this ,but the discussion got me thinking) in reality I've only ever extended downwind if needed , certainly open to thoughts on this as I've never thought about it in a CTAF Matty
  22. metalman
    Depends what your after, the photo gallery on vans airforce is pretty good so is the team Kitfox one, I did a google search of different types when I was doing mine and got thousands of different pics, Matty
  23. metalman
    I've been concerned about this with my refueling, with rental planes it was always AvGas at the bowser but since I've got my own plane I'm fuelling from jerry cans at the hangar, I've often thought about earthing but hadn't done anything about it, till now, I'll be setting something up before next time , I also use a mr funnel but it's touching the tank all the time and I try to not let the can lose contact with it , it easy to get complacent. You said conditions were right ,what did you mean ? Matty
  24. metalman
    I've been into Phillip Island a few times for various things, no probs, it's a CTAF with a hefty landing fee, and watch out for the bloody rabbit holes but it's a typical gravel strip. We had a BBQ on the beach with the aeroclub last chrissy, pretty cool ,flew down after work ,had a feed and flew back to YCEM just before last light, gotta love daylight savings, Matty
  25. metalman
    The GA school I started with was rubbish, and then closed, the RAA school I ended up with taught me not only how to fly and survive ,but and this advice has kept me flying when I thought it was all a bit much, we were flying along on a Navex and I was head down trying to do math while getting bounced around by the turbulence , he nudges me and says" look out the window, this is meant to be fun" , that has stuck with since, and for me is the reason I fly ,it's fun, and the day it stops being fun( even a rough day in a plane is better than anything else I do) I'll give it away. The RAA has bought aviation to thousand of people that wouldn't have flown otherwise, it has also been an avenue for Ga pilots to reignite the passion , I really hope it survives the storms cause we have no entry level alternative, Matty
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