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 03/07/19 in all areas

  1. 6 points
    Quick update - having used Sketchup to design the engine mount in 3D, I used a program extension to "unroll and flatten" the various tubes needed and that gave me printed templates of all the bits. They went together with only minor grinding & filing to get the fit right - can't say enough about 3D CAD, I couldn't have done the mount without it.
  2. 5 points
    Well I hope that is ready when or before the 760kg comes in. I would never let a LAME work on my aircraft after the myriad of rough work and stuffups I have seen done by some of them. I would much rather do the maint and repairs myself....even if I have to get a L2 to sign off after inspecting it. Its my arse in the aircraft not theirs and I dont trust anyone but me doing it just because of that one fact. Now dont get me wrong not all LAME or L2 are bad...I am not saying that at all but I would rather trust myself with someone looking over my shoulder than blindly relying on someone else to do it
  3. 4 points
    What's so great about that? My Park Flyer was doing the same the first time I tried to flew one.
  4. 3 points
    You can use a GA BFR for RAAus reg. aircraft. That is what I do, plus you can do training in some things in GA and it counts as a BFR for both GA and RAAus.
  5. 2 points
    One of the core fundamentals of the RAA is the ability to do your own maintenance.... I hope this is not going to be watered down..... The fact that aircraft are not constantly "falling" from the sky for maintenance/mechanical reasons tends to prove current systems are pretty solid. Most owners know their limitations and readily seek advice and assistance when required. All good. By far, the weakest link tends to be the pilot, not the aircraft.....
  6. 2 points
    Well said. Unless forced I would always do my own. I have never paid a engineer or mechanic. Always myself that way I know the job and machine down to nut and bolt. Also if I can't fix it myself, I can't afford to maintain it properly. Naturally I seek advice if needed, I am a cheap skate but not stupid. As a sport the last thing we need is $500 oil changes.
  7. 2 points
    Sorry but I have been indisposed for the last few weeks...forced to do some house painting etc and some other things, but back now. In a few days Blogs and Classifieds will be back along with an entire site component for Clubs and Schools: And some great news... @Ahmed Zayed will be back making any tweaks, code changes, extra sections etc to make sure everyone is happy with the site and that it caters to all your needs. You will notice that it is IPS as I just lost far too much money trying to get things developed for Xenforo as I didn't want just a Facebook alternative but instead a full function support system for all pilots and @Ahmed Zayed has been working the last few weeks overcoming some of the previous issues
  8. 2 points
    I know of lots of ferro boats and they all have local insurance and full access to any marina. The access is not a issue anymore than other construction types. It is purely whether you are insured, and that is dependant on condition. Any ferro boat around today is likely of very high quality. Any bad builds have long since rusted or sunk. For the unaware, ferro is a composite and includes expoxy. It is extremely strong and gets stronger with age. It is the toughest material for a boat. Done correctly it does not rust. It is the easiest to repair as well. Long term ferro is considerably cheaper to own and maintain. The quality of a boat is not just about what its made from. Bit how it is built and maintained. Yes there are crap ones about but same with wood or steel or glass. Unless damaged by impact a good ferro hull will only ever need a belly scrape and antifoul. Nothing needs less work. Steel rusts, wood rots and glass delaminates with age. Ferro just gets harder. Almost all ferro boats around today were professionally built hulls and very sound. Cowboy builds are easy to spot. Ferro can be great
  9. 1 point
    Hi all. I am currently in the process of rebuilding my Jabiru SP6 motor after experiencing No2 exhaust value deciding it would rather travel thru the top of the piston several times instead of closing on the exhaust seat. It separated from the exhaust value stem at the base of the head and at 2800 RPM as you can imagine caused a fair bit of damage. luckily i was 10mile out of the airfield and at 4000feet AGL so manged to perform a glide approach and land safely. luckily the motor continued to spin over although obviously running extremely rough so i reduced to just above idle and it somehow continued to run untill i shut it off after taxiing from the runway.Total time on the Motor and plane is 750hrs and it was fully overhauled by a LAME at 320hrs after finding metal in the oil filter. At 550hrs the leakdowns were quite bad and oil usage was extremely bad so a top end was again performed which revieled bad piston carbon deposits and rings siezed in the grooves.I would welcome the chance to talk to you all about anything you might have done to try to improve the reliability of these motors as i use the plane for transport to work and have flown 240 hours in the past 9 months. Has anyone looked into the option of running one piece stainless values to eliminate the chance of the 2 piece std version separating again? Also has anyone looked into running a nickasil coating on the bore and running a better quality ring to reduce the chance of the std 4140 barrell devloping rust deposits if left sit for lengths of time and then the initial start up prematurely wearing the cast rings resulting in poor leakdown results in relitively short hours. Also what about applying a ceramic coating to the combustion chamber and top of the cylinder to stop as much combustion heat transfering into the air cooled engine components? Just some ideas that are comonly used in other forms of transport which don't require anywhere near the amount of maintenance repairs. Don't get me wrong - I love my Jab. i just want to try to make the 1000hr claimed TBOLooking forward to utilising your knowledge and experience.Andrew
  10. 1 point
    Seriously, this guy has zero respect for the laws of physics! Any other RC pilot understands the basic concepts of gravity and lift and turbulence etc and stays within them...but not Jase. He just ignores those limitations and puts his airframe through unreal torture...all for the appreciation of the crowd at Weston Park International Model Show. Breathtaking stuff ! Jase is flying an Extreme Flight R/C Slick 580 powered by a Desert Aircraft DA120.
  11. 1 point
    Ah the old sinking boat problem.... Lots of ways around that problem, firstly by shutting the seacocks after finishing with the boat. Or changing to keel cooled or other variations of freshwater cooled. Wet exhausts can also be a issue if not designed well or maintained. But you can convert to a dry stack and no issues. If you maintain it and follow simple rules, sinking is not a issue. Having auto bilge pumps and a alarm is also very very sensible. Some are set to call you and get your arse to the boat. Generally failure to maintain, just like with aircraft is a really quick path to burning money. Or worse.
  12. 1 point
    Might be prudent to get local knowledge on each of those marked airstrips. A map is only reliable if it's regularly updated, and I doubt this one is. I know a couple of those strips that haven't been used in yonks: overgrown or ploughed up.
  13. 1 point
    I use Aeroshell W100+ in my Gen 3 3300A and it seems fine. I change oil every 25 hours along with a new filter. Total cost is about $45.00. The oil stays clean though out and I always have to put the dipstick on a paper towel to find the level as I can't see it on the dipstick. 3 quarts of oil and no topups in 25 hours works for me. My normal cruise is at 2800-2850 rpm & 17-18 lph. The W100+ has a corrosion inhibitor which is a good idea with the Gen 3 steel bores. I see no reason to pay $18.00 a quart for some fancy oil that does the same job as the $10.00 a quart oil.
  14. 1 point
    If you have OzRunways look at the 250 topo map and you will find airstrips all over the place. Remember they are private or on Crown Land and PPR is required in most cases but great to know in the event of an in-flight emergency.
  15. 1 point
    I use Autodesk Fusion 360 for everything. It can doo all of that stuff and then spit out the Gcode or unwrap sheet metal etc. Its free as well We have started making the cabin frames for ours as well. Luckily we do have the engine mounts
  16. 1 point
    It is incumbent ofn RAAus to produce their own online free course. The syllabus is in the regs and there is enough course material around that already meets CASA's requirements to assist in the development.
  17. 1 point
    The two happiest days of boat ownership - the day you buy it, and the day you sell it.
  18. 1 point
    Just as an aside,. . .the Bulgarian pilot to whom I spoke, was a LAYDEE. . .the Eastern Europeans had lots of Lady pilots in their air forces during the cold war, and still do apparently,. . I just have to wonder if they are all trained and conversant with cleaning the cockpits and behind the Galley fridge too. . .? ( Grabs Helmet and runs for the hills. . .)
  19. 1 point
  20. 1 point
    More information about how accurately they flew the book figures would be useful. E.g from an online POH the C182 performance calculation is based on an initial climb at 58 KIAS. If you let the speed build past that it will use a lot of extra runway. Allowing the speed to build to 66 KIAS would account for at least 30% extra ground roll compared to 58 KIAS. (66/58 squared, which assumes constant acceleration. Real life is probably worse) Likewise the landing figures specify heavy braking. They said they used moderate braking which could easily account for 30%. Another thing to be aware of with braking - braking early when you are still going fast counts the most. Heavy braking when you have already slowed down doesn't make as much difference - the runway is already behind you. Having said that, the book figures are very short and most of us would be challenged to achieve them. 433 feet is 132 metres. Add 50% and you are still below 200m, which would make you stop and think in a 182 I reckon...
  21. 1 point
    Looking down on Babinda, this afternoon!
  22. 1 point
    Sorry OK (and others). What's that got to do with the aircraft showcase? Politic commentary belongs on What's Up Australia.
  23. 1 point
    Uber proves the old adage that if you are big and rich enough, normal rules don't apply
  24. 1 point
    Another spot where there is still ample runway (for an Auster) but the powers that be might frown if used is at Laverton, Vic adjacent the museum. And your comments about eyesight reminded me of my “test” for my Master V with Captain Mesquite at the Marine Board. I have poor vision in my right eye but 20:20 in my left. I forgot my glasses but persevered.... Red....yes Green...yes White ...yes Read the alphabet...left eye good Right eye... Capn: “This is no good...you fail...you are blind in one eye! Me: “No room in your navy for Nelson then! Capn: Who is this Nelson? I got my ticket. And what’s this about 68.5 you whippersnapper? I’m 75.5 and I’ve passed my latest Aeromedical, too.
×
×
  • Create New...