Mustering in a fix wing
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I have only mustered in a 206 and don't have too much experience with it. As in how 'low' is low? Well when you bomb some cattle, you might be at 30 feet or something, uncomfortable at first but you soon get used to it. One great tip I learnt was when flying low, always trim back more than required so your having to apply fwd pressure on yoke to stop it climbing. Then if the **** hits the fan, let go and it flies away out of strife. As with the 172 argument, never mustered in one, but the few times I've booted it in the 206 to bail out of a dangerous situation, being 'mildly' thrown back in the seat sure does remind you that its good to have that extra grunt. And the one I flew was dosile as in a stall = no wing drop which is always nice! 
BR
BR
Bugsmasherdriverandjediknite
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if your "bombing" cattle, your working them to close and you'll find they will go "fizzy" on ya and become practically unworkable in no time.
A little inertial managment will avoid the need for handfuls of power. a gentle climbout after getting lower than normal is a far better way of returning to height than a large steep climb. trimming to nutral is also a far better method. no uncommanded climbs or anything unexpected when your not expecting it. Just my own personal preferances, and it what I teach also.
Not to many 185's around these parts, and certainly none available for mustering.
A little inertial managment will avoid the need for handfuls of power. a gentle climbout after getting lower than normal is a far better way of returning to height than a large steep climb. trimming to nutral is also a far better method. no uncommanded climbs or anything unexpected when your not expecting it. Just my own personal preferances, and it what I teach also.
Not to many 185's around these parts, and certainly none available for mustering.
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Mustering
Mustered in 3 types, the 185, Hughes 300 helicopter and Drifter ultralight.
The 185 was a porky blind monster hard to see out of in turns, chews gas, needed to be retrimmed every time you change power.
Hughes was agile and had the best visibilty, but had poor reliablity.
Best of the lot? Yes the evil ultralight!
The 185 was a porky blind monster hard to see out of in turns, chews gas, needed to be retrimmed every time you change power.
Hughes was agile and had the best visibilty, but had poor reliablity.
Best of the lot? Yes the evil ultralight!
Bugsmasherdriverandjediknite
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Hey Doc, I'm happy enough flying what I fly....... and it aint only the 172........ but I have enough time in one to know its hard to beat as a mustering bus. Dunno where you get the full throttle in the 172 idea from?....the figure is closer to 22LPH.......Of course after throwing engine TBO and replacment costs, insurance and all the other guff, the price differance is a bunch more than fuel cost........ perhaps your just indicating how many hours you have mustering. 
get your 185 on the back of the drag curve on a hot day when the thermals are bashing you about low and slow.......... I doubt it would jump into the air as predicted........ but your the expert, so you just wiz out and do as you please.
I would love to watch the transition from 60Knts, 1800/21' and 50ft to flying away happy and safe...... couple of frantic seconds I reckon.
get your 185 on the back of the drag curve on a hot day when the thermals are bashing you about low and slow.......... I doubt it would jump into the air as predicted........ but your the expert, so you just wiz out and do as you please.
I would love to watch the transition from 60Knts, 1800/21' and 50ft to flying away happy and safe...... couple of frantic seconds I reckon.
Last edited by the wizard of auz; 1st Apr 2007 at 13:23.
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I personally prefer the B200 for close-in work, but a a general runabout and for occasion mustering I find the Aerostar a useful all-rounder - but only the full Machen 700 version with the automatic double x-feeds. For really tight stuff the B204 is hard to beat (the upgraded Bushranger version with the double-6K minis though) although it does tend to leave the cattle (and everything else) a little fizzy and hard to move.....
"get your 185 on the back of the drag curve on a hot day when the thermals are bashing you about low and slow.......... I doubt it would jump into the air as predicted"
Ah yes, the dreaded "back of the drag curve!"
You are just jerk'n my chain, aren't you?
Dr
Ah yes, the dreaded "back of the drag curve!"
You are just jerk'n my chain, aren't you?
Dr
Bugsmasherdriverandjediknite
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I sure have flown them thingy's.
(you should change your posting style old son....... some of us know who you are and your "other names you use..... no sense in giving the game away all by yaself )
(you should change your posting style old son....... some of us know who you are and your "other names you use..... no sense in giving the game away all by yaself
)
"ForkTailedDrKiller, BrokenConrod, djpil, yigy2, OpsNormal, Aardvaark, The Cassidy Kid, XRNZAF, Kaptain_Kaos, Keg, TheMuckingFonster, jimbo787, Sector3, graham lea, Crosshair, heywatchthis, RaRadar"
Interesting line up here!
Dr
Interesting line up here!
Dr
It's amazing. Give a person a pilot licence and all of a sudden they become Physics Professors....
FTDK, if I might be so bold: How many hours do you have in C180/5? Me personally, only a couple of hundred, both on wheels and floats.
They don't just get skull-dragged into the air with horsepower I can assure you, and the drag curve is as equally applicable to a C185 as it is to....
...my other favourite mustering machine, the P51D.... now that machine can get skull-dragged into the air. Good vis (bubble canopy), good HP/Wt ratio, good roll rate (OK - she might be a little slushy down low on the ASI), all metal construction, a tailwheel and a decent array of weaponry for errant steers and mickies...
Fizzy cattle? You blokes should know it aint work 'till they're in a lather and bolting in all directions ya big pussies....
FTDK, if I might be so bold: How many hours do you have in C180/5? Me personally, only a couple of hundred, both on wheels and floats.
They don't just get skull-dragged into the air with horsepower I can assure you, and the drag curve is as equally applicable to a C185 as it is to....
...my other favourite mustering machine, the P51D.... now that machine can get skull-dragged into the air. Good vis (bubble canopy), good HP/Wt ratio, good roll rate (OK - she might be a little slushy down low on the ASI), all metal construction, a tailwheel and a decent array of weaponry for errant steers and mickies...
Fizzy cattle? You blokes should know it aint work 'till they're in a lather and bolting in all directions ya big pussies....
Ops
I have enough time in the C180/185 to know that in the sort of configuration used when mustering - ie no more than half tanks and one POB - the arse end of the drag curve is NOT a significant consideration.
We are not talking a 185 at gross wt here!
But while we are on the subject, I am not a disciple of the "back of the drag curve" dogma.
Having recently (mid-morning in November - west of YBMA) had cause to "go round" from the flare in a heavily (near gross) loaded C210 (with full flap down) curtesy of skippy's big brother who decided to inspect the airstrip, I am even less convinced that the "back of the drag curve" is a significant phenomenon in an aeroplane with a reasonable power:weight.
I was very pleasently surprised at how the 210 got itself back into the air - and still don't know how I missed the skippy!
I think the issue is more that pilot's fail to take sufficient action (ie "fire wall the bastard") in a timely enough manner!
Cheers
Dr
I have enough time in the C180/185 to know that in the sort of configuration used when mustering - ie no more than half tanks and one POB - the arse end of the drag curve is NOT a significant consideration.
We are not talking a 185 at gross wt here!
But while we are on the subject, I am not a disciple of the "back of the drag curve" dogma.
Having recently (mid-morning in November - west of YBMA) had cause to "go round" from the flare in a heavily (near gross) loaded C210 (with full flap down) curtesy of skippy's big brother who decided to inspect the airstrip, I am even less convinced that the "back of the drag curve" is a significant phenomenon in an aeroplane with a reasonable power:weight.
I was very pleasently surprised at how the 210 got itself back into the air - and still don't know how I missed the skippy!
I think the issue is more that pilot's fail to take sufficient action (ie "fire wall the bastard") in a timely enough manner!
Cheers
Dr
Last edited by ForkTailedDrKiller; 2nd Apr 2007 at 00:43.
Ops
Nah, you are clearly way too subtle for me - missed it completely (and just between you and me, still don't get it)!
Cheers
Dr
Nah, you are clearly way too subtle for me - missed it completely (and just between you and me, still don't get it)!
Cheers
Dr
Last edited by ForkTailedDrKiller; 15th Mar 2011 at 04:21.
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Mustering in OZ (fixed wing)
Hey guys
Um I am wanting to start mustering/ fixed wing in Oz as a step into Ag flying and was wondering what companies are the best to work for.....and most important are any actually hiring?
Cheers
Um I am wanting to start mustering/ fixed wing in Oz as a step into Ag flying and was wondering what companies are the best to work for.....and most important are any actually hiring?
Cheers
Kidman, Jumbuck pastoral and various Mid WA pastoral companies.
That's about it for the big ones.
There is the occasional ad in the Land and the Qld Country Life newspapers.
That's about it for the big ones.
There is the occasional ad in the Land and the Qld Country Life newspapers.
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Red,
1. Maintaining a little bit of 'Nose-Up' elevator trim, helps when your attention is diverted away from flight control manipulation (eg. watching the cattle or spotting obstacles), at very low altitudes.
2. Don't try to over tighten turns at low level if it looks like you are skidding out, it's the tailwind/xwind component making it look that way. Check angle of bank and accept the turn radius.
1. Maintaining a little bit of 'Nose-Up' elevator trim, helps when your attention is diverted away from flight control manipulation (eg. watching the cattle or spotting obstacles), at very low altitudes.
2. Don't try to over tighten turns at low level if it looks like you are skidding out, it's the tailwind/xwind component making it look that way. Check angle of bank and accept the turn radius.
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Woops... In that case
1. No need to hand fly it. The FMGC and Prims know what is happening and what they are going to do about it.
2. Allow it to do its own turns, no matter how good you are, it is better.
1. No need to hand fly it. The FMGC and Prims know what is happening and what they are going to do about it.
2. Allow it to do its own turns, no matter how good you are, it is better.