Area-51

What would you consider a fair price in AUD, and what features would you require?

Welcome to "Aviation"

Wombats are prime suspects year on year in AEE's (ASIC evasion event). Its rare for echidna to be involved in an AEE, and are generally not prosecuted due to genetical poor eyesight and nationwide standards regarding social equality and equity for those suffering from hidden disability.

Can we assume the ground staff actions were driven toward orange boy not having a current ASIC ?

The local aviation mob sat down with both CASA OAR and Air Services last week to discuss the development in more detail over several face to face meetings with individual airfield groups/clubs of the area. Hopefully information gathered from these these discussions assist in a greater enhancement of "Equity" for all users; Commercial to Recreational. As it stands the current air space design for Ballina is fairly mature; and yes, for all the reasons documented, much needed and overdue. ATC will be managed remotely, probably from Brisbane. The most recent proposal update released by CASA last week provides IFR APPROACH/STAR/SID data, Evans Head Active and Non Active; which gives the proposed air space foot print logic. And any way you look at it Commercial Op's will always take priority over GA and Recreational. A coastal VFR transit was discussed. This is still being worked out and will likely be a unique solution for GA and Recreational. Again it is being worked out; how RaAus will actually affect transit through Delta is not yet known. For Lismore flight schools its a great bonus due to proximity to Controlled Airspace training. For Murwillumbah and Ballina; waiting to hear their thoughts. For the Tyagarah CTAF area the main issues of concern are the lowering of the CLL6500 over land to CLL4500. There is a genuine safety concern mutually shared by both flying clubs at Tyagarah on several levels for VFR aircraft operating OCTA. First concern is loosing 2000' G airspace and having the same amount of traffic compressed into a thinner layer; more opportunity for mid air collision or loss of separation, and busting through the step with a higher probability of incursions occurring. Secondly terrain to the west of Tyagarah over Mt Jerusalem is 2800'. A CLL4500' leaves inadequate clearance or height to affect an emergency landing reaching a suitable field in an engine failure situation. Heading in any direction the flight will end with the aircraft landing in the trees. Not a good day. Thirdly the area of concern is a training area used by Tyagarah, Goldcoast, Murwillumbah, Archerfield. CLL4500 means flights are at 4000' max. Not enough height for a novice solo student to hopefully recover successfully from an unintentional spin. Not a good day. (please do not use this point to railroad the post into yet another endless discussion about do's and don't's about spins). The decision to affect a CLL4500 over Tyagarah is an arbitrary one. It is driven by the precept for a "standardisation of airspace between Goldcoast and Ballina". The is no ATPL or Commercial operational driver other than ATC being provided a single flat space to manage. As mentioned to CASA and Air Services during the face to face, the CLL4500 is not required and should therefore remain at its current CLL6500 for previously mentioned reasons of safety; they were previously unaware of the level of training that actually occurs within the Tyagarah CTAF area. In very simple and short terms a 2000' step reduction in the area of concern increases the chances of a fatality occurring for VFR flights OCTA. Nothing further to add.

Many automobiles from late 60's to 90's had dual stage carburettors; Rochester, Holley, Stromberg, 2 or 4 barrel. Then there were multi stage multi valve cylinder heads to assist low end torque and high end power, and then variable induction plenum chambers... mechanically there really isn't anything new under the sun that wasn't tried by the 1940's. The 3% +/- power per 1000' air density rule is a good rule to remember for anyone flying behind a non boosted engine. Relative humidity also alters power and performance to a lesser degree.

Just shocking, total absence of airfield security;

Yes agree, but the gopro footage will earn you kazzilions of dollars and likes on youtube... these are modern times, nobody cares about slip skid AoA, they just want to see brown pants action! So you cannot make the wool too long lest it be seen in the camera view and detach viewer fake news brain cell.

You could put a long selfie stick with a back facing gopro on it as an attitude indicator; and a piece of red wool 🤷🏽‍♂️

Your call sign is incorrect, it should read 19-4186 , 24-4186 ... You can put anything you want it just won't be within procedure; If you are lucky you will see "JESUS" fly by; he is out there! ADSB transponder traffic will not display unless an ADSB-IN receiver or AVTraffic App is slaved to OzRwy.

Totally obsolete machine; about 100 years late and still unable to deliver...

3D print is easiest way to go; have a 320 in CAD and one on the shelf to measure from; can be flush or raised clip in blank. Is cradle remaining in panel?

Cheapest and quickest fix is a roofing screw straight through the suction cup into the support surface... The rubber washer on the roofing screw will prevent loss of suction, and the screw will prevent dislodging of the RAM mount when suction is lost...

Two things required; 1) Clean, Smooth, and "flat" surfaces. 2) Wet suction cup before attaching prior to each session and push down as you spin the slide lock. (Remove mount at end of session to avoid surface distortion) Expect the mount to fall off during flight so when it does happen you will not be distracted from flying the aircraft straight and level. My RAM mount is great and rarely falls off. When it does it falls toward the ground. (There is nowhere it can go and jam controls). My initial response is to start crying but then the training kicks in and with the aircraft stabilised I reach down grab the RAM by its horns and stick it firmly back in its spot. Eventually one day it will go straight into the bin or projected into scrubland beside the manoeuvring area, however I am not satisfied it has exhausted its commensurate level of monetary value yet.

Tyre mounting paste... fancy name for soap

Living has a guaranteed 100% morbidity rate

There is a big red mark to line the canopy release handle with; it doesn't get any more simple than that... Preflight check failure and brown pants moment... Lesson delivered.

It depends upon the material's chemical specification of the mount. Rubber, Nylon, Neoprene, Polyurethane, EPDM... They all respond differently to different types of lubricants; Mineral Oil Derivative, Synthetic Oil Derivative, Silicone Based Grease, Rubber Grease, Vegetable Plant Oil Derivative, Carbon Graphite Powder, Chalk Rock Powder. Best to always consult a Materials Specification chart to see what substances and exposure times have a Severe Moderate or Minor affect. For fitting flexible rubber type components baby powder makes life easy; and everything will smell like fresh nappies! Boot polish works wonders on nylon plastic rubber derivatives; stops them drying out and cracking

Rock climbing at 116yo is only 12% chance of death every 1000hrs ☹️

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That is the sound i remember... its impressive.

For those putting themselves into the environment, this podcast may be very useful: https://podcasts.apple.com/au/podcast/pilots-discretion-from-sportys/id1571051265

Looks like it is "just" flying and unstable at that... I remember when concorde first came to australia; it departed YSSY east off 34L straight over the house. After growing up listening to DC9's rattle the house I thought the roof was surely going to cave in and windows shatter.