Jump to content
  • Welcome to Recreational Flying!
    A compelling community experience for all aviators
    Intuitive, Social, Engaging...Registration is FREE.
    Register Log in

Leaderboard


Popular Content

Showing content with the highest reputation on 18/05/19 in all areas

  1. 2 points
    So the job is now done made BMI a few weeks ago. from 127kg to 83.7
  2. 2 points
    Each to their own of course but I disagree about ‘slow and boring’ my CH701 is distinctly slow, but definitely not boring. As an example, the Rutan Longeze is indisputably fast but pretty much needs a long, smooth, preferably bitumen runway. The CH701 on the other hand can land almost anywhere, beaches, rough small paddocks, you name it. Have a look at the BFDU (Bush Pilots Down Under) group on Facebook for examples, The River Country Muster is worth a look and the STOL (short take-off and landing) contests are a real test of flying skill. Tim Howes would tell you that you should fly a taildragger, his own one is a modified Slepcev Storch which he lands almost anywhere. Anyway, it will be interesting to see which way you go. If flying is your thing then buy a finished aeroplane because building will take a while despite what most kit companies will tell you, but the satisfaction is tremendous, flying something you built.
  3. 2 points
    Learn to fly first..... see if you like it. There are kits and there are kits..... Some kits come with no more than the raw materials. Some come with machined, fabricated and drilled components. Don't forget hardware such as bolts, pins, wheels, tyres, brakes and instruments. What's included? The price SHOULD reflect the different kit states of pre assembley and completeness. There's a saying along the lines of, if it's not built in 12 months it might be build in 12 years... You need to look at your own personallity whether you have the persistance to complete or not. I decided to buy factory built and "service the debt" rather than build. I'm happy with that, but have alot of respect for those that do build.
  4. 1 point
    Below is the information I heard from a flying instructor who has seen a lot of owner builders bend their new toy quite early on. This is not my opinion or advice, its just information. She said
  5. 1 point
  6. 1 point
    Try gliding as well as the power flying where you are. Get a feel for flight control and see how you like it. Cheers and enjoy the rides.
  7. 1 point
    first - learn to fly! There are so many ways in aviation, and before you choose you should understand what is it, and which one suits you. It can be slow soaring in the cheapest ultralight around your home base or aerobatics in expensive sport machine, cruising between big cities with huge airports or exploration of wilderness with small seaplane... you choice can change 10 times when you get experience. "Just to fly!" - you satisfy this wish after first 50-100 hours, but projects like kit building are for years (several hundreds hours, if you can spent 10h pw this is a year or two). Try different options with club/rented plane, try to look what is going on, then decide. It will be your most expensive toy, so do not hurry to make any strategic decision from the very start.
  8. 1 point
    Getting dark early in Victoria, but if I knock off early I can just squeeze a little local flight in. The light is beautiful as the sun gets low, and it's times like this I wish I was night-VFR. Maybe one day...
  9. 1 point
    Vote 1. Farri for minister of aviation.
  10. 1 point
    Once a transport plane flown by a guy who later became very senior in the GFA nearly crashed in Africa. After weeks of putting the lettuce at the rear, the loaders put cucumbers there figuring that they were the same shade of green so therefore interchangeable. The pilot said it taught him a lesson about checking everything.
  11. 1 point
    We were carrying an InReach on an outback motorcycle trip last August. I came off and broke my leg so activated the inReach. The response from Houston was almost immediate and the text messaging worked well. AMSAR was sent details and coordinates however being a land based incident it was then forwarded to the state police. This is where it went off the rails and I ended up laying in the desert with a double break in lower leg for 6.5 hours before help arrived.
  12. 1 point
    If it's to save your life, get a PLB. If you want to be able have others tracking your position or use it as a comms/check-in device then a Spot of similar device will enable this, but it comes at a cost. As you've mentioned, there is a subscription fee to use the service, it's using commercial comms satellites and you pay for that usage. The broadcast power of the Spot is also less than a PLB, around 1W vs 5W. Most of the time this won't be an issue, but under a thick tree canopy with storms around, the spot signal won't get through where the PLB will succeed. As Spot is USA based, if you hit the SOS button, the signal will pass through the commercial comms satellites to get downlinked in the USA, then processed, then forwarded to the JRCC here for assessment and action. This signal path is important because there is risk of unnecessary delays. If there is data congestion on the satellite network (this is why the commercial bit is important), your emergency signal will added to the cue, no short cuts. The details have to be processed in the USA first before being forward here, again risk of delays. I've had a five hour delay in non-emergency messages before. The PLB signal goes up to the satellites (lots of them, GEOSAR, LEOSAR and all GPS, Glonass, Galileo and I think BeiDou) and down-linked to Australian receivers in Mingenew WA then straight to the JRCC for assessment. Shorter signal path, less risk of delays. Slight Tangent: I've used my PLB in the past, at the same time as I activated it, I also called 000 to pass the details. The issue with 000 was that they are not well placed it seemed to deal with a situation that does not have an address, ie a paddock at a Lat/Long or a distance in a direction from an emergency marker. I was on the phone with them for about 5 minutes. As soon as I hung up I had already had two missed calls from the JRCC, answering on the third call as soon as I hung up from 000. They asked to confirm activation, which I did and they said they had y location and were tasking the Helicopter with an ETI of about 30 minutes. It was really chalk and cheese from 000 operators. But back to where we start, if it's to save your life, get a PLB, and take it with you, I have mine in the car when driving, attached to me when flying, kayaking, hiking etc. Which is to say, don't leave it in a bag in the back of the plane where you can't reach it! If you still want tracking, get both. They're different tools for different jobs. PostScript: Don't rely on your aircraft having ADS-B to lead to a quick, life saving recovery. Even if it's known you're crashed, it'll take hours to retrieve the surveillance data and then to assess it. That, coupled with the large gaps in low level coverage, means having ADS-B while helpful, will not directly lead to a recovery action being initiated. http://www.airservicesaustralia.com/wp-content/uploads/ADS-B-5000ft-Coverage.jpg
  13. 1 point
    If it had of occurred during either March or September would it be attributable to the Equinox?
×
×
  • Create New...