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Showing content with the highest reputation on 04/07/19 in all areas

  1. 3 points
    Very old fashioned, also very stupid, loyalty nowadays is very much a one way street. The employer would get rid of an employee in a heartbeat and not even blink. Cynical? Yes, but true.
  2. 3 points
    Oil is only as good as the additives added to it. All base oil stock currently produced, is pretty well guaranteed to be relatively even, in todays worlds of modern catalytic cracking in refineries, and synthetic oils. It's not like the old days, when the origins of the basic crude, was what guaranteed a "good" oil, or a "bad" oil. In those far-off days, Pennsylvania crude was the world standard, and there were a lot of inferior crudes from other countries that contained a lot of "nasty" products, such as high levels of sulphur, salts, water, waxes, heavy metals, and suspended solids. As a result, the oil industry uses the terms, "sweet" crude, and "sour" crude. The terms came simply from the fact that early oil drillers actually tasted the crude oil from the well, to see if it tasted sweet or sour. The drillers also smelled it, to determine if it was "sweet" or "sour". Pennsylvania crude was "sweet" crude - "sour" crude contains over 0.5% sulphur and needs additional refining, adding to refined oil production costs. You can still get easily "sour" crude, but it brings lower prices, and the refineries will often blend it with "sweet" crude to enable lower refined product production costs. There are on average, 7 additives added to the refined base oil stock, to produce the product you buy from the oil companies and oil suppliers. These are - anti-corrosion inhibitors, anti-foaming agents, anti-wear agents, oxidation inhibitors, dispersants, detergents, and oil viscosity improvers (which are high-viscosity long chain polymers). All these additives have individual jobs to do in oil, which all add up to keeping the oils lubricating ability in the range where the engine operates in, and to treat the undesirable by-products of combustion. Each oil type is specifically formulated to the engine application, ambient temperature range of operation, and the severity of use. Paying a lot more money for a supposedly superior oil is not always the best option. There's a lot of marketing hype in the sales of lubricating oil, as evidenced by smooth advertising, highly attractive packaging, and product description wording that runs into the showmans area of expertise. The only way we consumers can gauge an oils performance, is how well it does its job on the motorised equipment we own. If you are getting sludge buildup, gums and varnishes on engine components, and engine damage that can be sheeted home to lubrication failures, then it's time to upgrade your lubricating oil to one with proven superior additives.
  3. 1 point
    Are the senders suitable/matched for the installed instruments? Years ago, a mate's VW oil temp went thru the roof on the first flight. Oil temp sender was a different brand to the guage, totally wrong. He got the correct sender to match the guage, then all good. The clue was that the oil was actually still cool so clearly it was not a cooling problem at all.
  4. 1 point
    Must be time you come back, then, Bernie!!! If you do, come and say G`Day, might be able to go Drifter flying together... Cheers... Franco.
  5. 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.
  6. 1 point
    Thruster. Heading their way shortly, trying to get an idea re others. Paul R.
  7. 1 point
    I might have given the wrong impression. The only reason I bought the engine and airframe for $300 was to have something to start with. I may never fly it but if I do it is because I was able to learn an intense amount of information and slowly rebuild it to a flyable condition. If I don't get it to that point it is because someone just had to have the Pterodactyl frame and engine and had a decent engine to trade me. I know not likely but a guy can dream. I don't have a ton of money to throw at this situation so I have to be as shrewd as possible and only time will tell if this was a waste of $300 or ???. If I do every get it to the point were it is flyable my guess is that it would be worth the initial money plus some of the time invested. It will all depend on the learning curve. I appreciate all of the comments and concern and thank you for this help and the help I'm sure you all will be in the future. Dean
  8. 1 point
    That's the first time I have ever heard of having to pay for a form. Paying a fee for filing it to cover processing and other charges or whatever may be OK but I agree with SD or just get a blank one & copy it.
  9. 1 point
    maybe he had a very old fashioned idea of being loyal to his employer?
  10. 1 point
    @fly_tornado, your point has merit. See below: [URL unfurl="true"]https://www.msn.com/en-us/news/world/the-new-iron-curtain-russian-missile-defense-challenges-us-air-power/ar-BBSDkjR[/URL] The russian S-400 missile system is deployed in and near Syria and according to the article above, NATO coalition missions appear to have been called off after the anti-aircraft system was detected as emitting. It is important to remember the lessons of the [URL='https://en.wikipedia.org/wiki/Wild_Weasel']Wild Weasel[/URL] combat missions. Airborne and anti-aircraft signal processing power has increased since then. This doesn't take into account the ability to sense a signal from one platform (EF-18) and send it for further processing (E-7 or on the ground). Its my opinion that every time the S-400 is turned on its another opportunity to gather information about its electronic signal and that of the upcoming S-500. One might speculate that is exactly what one or more missions set out to achieve, rather than a kinetic attack. Its important to remember that the F-35 never, ever flies alone.
  11. 1 point
    Welcome Wrongway61. Trying to get airborne safely for $300 is not something that too many people would recommend. I suggest you find a local ultralight group, and make some new friends there - sounds to me like you're gonna need them.
  12. 1 point
    Welcome Wrongway61. It would be easier to answer your question if you posted some images of what you've got.
  13. 1 point
    Aero engines are not racing engines. Aero oils are certified to meet a standard that is consistent and they are not expensive. Before anyone blames an oil they should/have to identify just what it's NOT doing properly. The common problems with aircooled engines are ring grove carboning and camshaft galling scuffing corroding. I suggest the W-100 plus is the "safest" oil to run in a jab with the proviso of in very cold starts you need to warm up carefully and the starter will be sluggish with the genuine 50 weight oil.. IF you consistently operate in colder parts run the multigrade. version. This is also what Jabiru recommend .It's also formulated for avgas 100 LL... Nev
  14. 1 point
    Unable to maintain straight and level flight. Sad, really.
  15. 1 point
    Why did he not leave if not happy, plenty of places large and small to work as an engineer.
  16. 1 point
    On Ya mate . Haven't been there for about 5 years . Bernie .
  17. 1 point
    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.....
  18. 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.
  19. 1 point
    What's so great about that? My Park Flyer was doing the same the first time I tried to flew one.
  20. 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.
  21. 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.
  22. 1 point
    GA flight reviews require a form to CASA and written on the licence these days rather than a log book entry. It is not the training that counts as the flight review but the grant of specific endorsements etc - again a form to CASA and written on the licence. i.e. one needs a CASA licence - easy enough for anyone with an RPC to fill in the form to CASA and be given an RPL then go for it.
  23. 1 point
    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.
  24. 1 point
    The two happiest days of boat ownership - the day you buy it, and the day you sell it.
  25. 1 point
    Looking down on Babinda, this afternoon!
  26. 1 point
    Just a thought, why not ask the brains at Raa Aus to check it out. You pay them a fortune so let them practice some membership service for a change.
  27. 1 point
    No need to worry Bob, I`m not much of feed for them! and in any case, a Croc can`t hurt you unless it bites you! ....Seriously though! as you can see in the photo ( Rhonda took the photo ) the Croc is trying to get away from us as fast as it can! A real possibility though is that a Croc sitting up on a high bank can launch it`s-self into the river when startled and you could end up with it in the boat if you`re too close to the bank. A few months ago I was Croc spotting with one of my neighbors, in his tinnie! we were going up a gully about twice the width of the tinnie and a Croc we were expecting to see further ahead in the lagoon, unexpectedly launched off a bank above us and only a couple of meters from the nose of the tinnie! That one could have landed in the boat had it waited another 15 seconds............... The only predictable thing about Crocodiles is they are unpredictable!!!!!!!!! Franco.
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