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Showing content with the highest reputation on 24/08/19 in all areas

  1. 2 points
    Please!! Do you just like spending money for the sake of it - we do not need to be insured for every action/ breath/ thought we may have. There are other perfectly legitimate nil or near nitl cost alternative. You guys must surely have shares in insurance companies.
  2. 1 point
    Thanks for your kind words, 1T. The bluddy carrier isn't getting any more of my time! I have a dozen other projects on the go and a wife who wants me to finish building the house... Taxi up to the ramp and shut down. Attach winch cable to strong point on top of firewall. Winch plane onto carrier. Fold seat up and secure with harness. Remove 5 wing bolts and joystick axle bolt. Insert bolt to secure wing to carrier. Winch fuselage forward clear of wing. Rotate 90 degrees and stow over wing. Fold up ramp and insert 6 lynch pins. Drive home and reverse it into shipping container. I sometimes leave it in our hanger for a few weeks during flying season, but at home in the container is more secure and cheaper.
  3. 1 point
    Nope and nope, Ken. And yes, building the carrier was a big project. It took many sleepless nights to design the mechanisms for carrying the fuselage forward, separating it from the wing and then rotating it around over the wing for travel. After using it regularly for a few years I totally redesigned it, so it now uses a very different mechanism. I reckon I could have designed and built two aeroplanes for less trouble. I'm currently making (hopefully) final refinements to the aircraft before giving it a decent paint job, in preparation for my trip to Clifton next month. Maybe one day I'll read-shoot the video and post it on You Tube.
  4. 1 point
    When you built the trailer did you have to get it inspected 4 times by a L4 before you were permitted to register and use it? Did you supply RAAus with photos of all warning placards? Looks like just as hard to build as the D9. Ken
  5. 1 point
    Time lapse sequences of photographs taken by Ron Garan, Satoshi Furukawa and the crew of expeditions 28 & 29 onboard the International Space Station from August to October, 2011, who to my knowledge shot these pictures at an altitude of around 350 km. All credit goes to them. I intend to upload a FullHD-version presently. HD, refurbished, smoothed, retimed, denoised, deflickered, cut, etc. All in all I tried to keep the looks of the material as original as possible, avoided adjusting the colors and the like, since in my opinion the original footage itself already has an almost surreal and aestethical visual nature. Music: Jan Jelinek | Do Dekor, faitiche back2001 w+p by Jan Jelinek, published by Betke Edition http://www.janjelinek.com | http://www.faitiche.de Image Courtesy of the Image Science & Analysis Laboratory, NASA Johnson Space Center, The Gateway to Astronaut Photography of Earth http://eol.jsc.nasa.gov Editing: Michael König | http://www.koenigm.com Shooting locations in order of appearance: 1. Aurora Borealis Pass over the United States at Night 2. Aurora Borealis and eastern United States at Night 3. Aurora Australis from Madagascar to southwest of Australia 4. Aurora Australis south of Australia 5. Northwest coast of United States to Central South America at Night 6. Aurora Australis from the Southern to the Northern Pacific Ocean 7. Halfway around the World 8. Night Pass over Central Africa and the Middle East 9. Evening Pass over the Sahara Desert and the Middle East 10. Pass over Canada and Central United States at Night 11. Pass over Southern California to Hudson Bay 12. Islands in the Philippine Sea at Night 13. Pass over Eastern Asia to Philippine Sea and Guam 14. Views of the Mideast at Night 15. Night Pass over Mediterranean Sea 16. Aurora Borealis and the United States at Night 17. Aurora Australis over Indian Ocean 18. Eastern Europe to Southeastern Asia at Night
  6. 1 point
    Currency is NOT training. 35 days since carrying out an (xyz) checked confirmed by reference to the log book which is supposed to be an accurate record. No different in principle to passenger carrying (once you have the endorsement) being dependent on a number of landings in the last so and so days. under RAAus rules.. Training for a qualification is a different matter and just what training level is appropriate is THE issue. You can get a private IFR on whatever aids you want to but I can't see why you wouldn't want them to be with certified/approved TSO'd. instrumentation and electrical system capacity Having a CPL is irrelevent IF the needs can be accomplished with a private licence. ie It's NOT essential as it's a not for profit venture . Regular checking at prescribed intervals would be part of any requirements similar to things like a BFR. You are not renewed if you don't meet the standard. Like any other thing in aviation. AF shouldn't be singled out for special treatment either in dispensations if they allow a KNOWN unsafe situation to exist or extra requirements. beyond that of a normal commercial operation unless it applies to all commercial operations as well. The statistical reference is on shaky grounds , but that doesn't mean there's no known weakness in the operational parameters. These could be appropriately alleged even without an accident at all just by analysis and comparison with known proven flight procedures operating in other sections of aviation. You don't have to wait till an accident happens to know what you are doing is unsafe. There's enough accumulated experience to know certain things must be done a certain way. Say I said walking through the arc of the propeller with the engine running is highly dangerous. Someone might say I've done it 3 times and nothing happened to me and as long as you walk fast it's OK and no one has been injured that way at my local aerodrome in the time it's been operating, so it can't be an issue and the stats prove it . We haven't even had a course addressing it. Well it should be [email protected]@dy obvious to any THINKING person. I would suggest. I know of one person who sucessfully did it (Unknowingly and unintentionally) and he fainted and fell to the ground when he realised how close he'd been to death. Nev
  7. 1 point
    To just add a small rider to Turbos excellent advice - find a good Insurance Broker, who is there to work for you, and who places your insurance arguments in front of the Insurance Co's, to garner the best deal for you. In addition, Insurance Brokers know which is the best Insurance Company for your type of insurance, because each Insurance Co. is only interested in, and only specialises in, specific types of insurance.
  8. 1 point
    While researching some of the aircraft that I have featured in the Guess This Aircraft thread, I was looking at the Plumb CJ-1 Cracker Jack designed by Pete Plumb, designer of the Pegasus O-100 aircraft engine, and came across a couple of interesting web pages. The first was https://www.homebuiltairplanes.com/forums/threads/cracker-jack-2-lsa-from-pete-plumb-wood-wing-specialty.27468/, a forum which discusses the work on Pete Plumb's new aircraft, the CJ-2, and the other is a page containing over 190 photos of the construction of a CJ-2. There are links to a video on the Pegasus engine flight test. I thought you might be interested. Here is a picture of the CJ-1 snipped from the youtube video.
  9. 1 point
    This thread has covered several different types of insurance and several different situations, and includes a lot of good advice and a good dose of fiction. It's no use at all trying to get answers based on a drip feed of information. 1. You need to contact insurers who handle damage. fire, loss, theft etc. because it's amazing how friendships fade after a fire etc. 2. You need to contact a Public Liability Insurer to work out the cover you need, your duty of care obligations and whatever the insurance company needs to calculate their premium from. Even though you're thinking of only allowing people you know to use the airfield, once they've lost an arm to a prop,, hit a stree in the splay and suffered partial loss of a leg etc, or broken their back for the full $11 million or so, their focus tends to shift onto how they are going to support themselves for the next 30 years. Frequently wives sue husbands (the insured) or the husbands, cousins, friends estate if there has been a breach of duty of care. The benefit of talking to him/her is that they know a lot more about the cases than we do, often knowing the amounts and reasons on cases settled out of Court etc (which we never see). 3. From what you have said here and if the property is in a Farming Zone (FZ), (Victoria) it requires a permit to operate as an airfield. It doesn't matter what it's called (e.g. "paddock"), it's what is happening that determines the USE, and it doesn't matter whether it's one aircraft or many.) In your case, with the same owner each end who is not likely to object, the temptation might be there to avoid going through the Council process, but the Planning Permit is a once of cost and from the day it is issued, you can quote the Permit Number to all your insurance companies, which might make a big difference, and you'll have one more line of defence if there is an accident, but most of all you are accruing time which will eventually turn into an Existing Use Right, so if your neighbour decides to retire and someone comes in and wants to breed left handed mountain goats which require total silence, or some such allegation, you are in a strong position to present a copy of your Planning Permit, and the applicable Planning Scheme clauses, and tell them to go jump. You don't have to go direct to the Council to do this, you can find a Planning Consultant, discuss what you want to do, and the Planning Consultant will make a recommendation and if that is to apply for a Permit, can do the application paperwork, drawings, discussions etc.
  10. 1 point
    Interesting...but written by a non-aviation person I suggest. It contains out of date info. States aerial fire-fighting is done under VFR only. CFA began night ops last year using night vision goggles.
  11. 1 point
    My long awaited Thruster re-build has started...
  12. 1 point
    General Information The Drifter was first marketed by Maxair in the 1980s as both a single seat and two seats-in-tandem kitplane. The original single seater was light enough when fitted with the 28 hp (21 kW) Rotax 277 engine to qualify for the US FAR 103 Ultralight Vehicles category, with an empty weight of 240 lb (109 kg). After Maxair went out of business, the design was picked up in 1997 by Lockwood Aircraft who produced kits for a number of single and two-seat versions, mostly differing by installed engine. The Lockwood versions are all wire-braced using a kingpost to support the ground wires. Over 1000 wire-braced Drifters have been completed and flown. Lockwood estimates that a builder will take 300 hours to complete a Super Drifter from the currently supplied kit. For more information on Australian developments, design, variants, etc., click here. Specs for Super Drifter.
  13. 1 point
    The owner and the politics involved with his money grabbing ideas removed a lot of the pleasure I had flying at and using the airtport. There are many good people out there but this idiot and a stupid money grabbing council have killed most of the ancillary joy for me. Flying is still great but the ancillary garbage is crap.
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