skippydiesel

Maaate! Number points (can expand if you wish): In my limited experience - pre ASIC security, was already being practised by RPT personnel at rural airports. It was good then, no better now. ASIC adherence, by airport owners/managers/staff (non airline), is very poor at best . The few Security Controlled Airfield I have flown into, had no one, let alone a security person on duty. Most had hangers, open to public on one side, walk through to airside on other. Some had security fences that ended within sight of public access. Others have security gates, with the gate code displayed for all to see. I have seen open terminal buildings, without a sole in sight, etc etc A number of very busy airfield around the country, have no significant security, eg Camden, Cowra (not sure about Bankstown) whos aircraft movements per day, likly exceed most regional airfield, for the a month or more. Want to hijack a turboprop - go to a busy non security controlled airport. ASIC does not prevent an ill intentioned person from attacking an aircraft - technological alternatives (drones) are readily available - bad person just needs to be within range (well outside boundary). Despite extraordinary security (military & police) in N Ireland, the IRA was able to lob mortar shells, at one of the major airports, from outside the secure zone - an ASIC type system would have been a joke then and is now. Airport security is not 24/7 at most rural airports ASIC screening is flawed - look at the baggage handler/drug importation debacle at Sydney. ASIC does not prevent a pilot from landing/taking off - only from wandering around IF there happened to be a security person on duty (rare). Its questionable weather ASIC has any significant beneficial security impact on passengers & baggage being loaded at a regional airport. It also questionable that Australian domestic airports & aircraft are of any interest to the bad people - unlike Europe & USA, who don't have ASIC type regulations (for minor airports). I suggest that international (other country) terrorism could not care less about Australia, would not get out of bed for a regional airports/RPT Domestic terrorism is focused on & within our major population areas. It seems clear that a number of regional airport owners (Councils) have sort to abstain from ASIC - this has been blocked by the regional airline threatening to withhold service, if ASIC not maintained. ASIC has increased the cost of operating regional airports. This cost has been passed on to commercial operators - passengers, for no discernable gain. ASIC is just a CROCK of --------! It was a reasonable knee jerk reaction, when commissioned , in response to the Twin Towers attack, but should have been ditched long ago.😈

If this is so, it's a relativly recent (?) requirement 😈

Not as I understand it (from Forum commentary). It would seem that a pilot, without an ASIC, accessing Security Controlled Airport, can make arrangements to be escorted to/from his aircraft by an ASIC holder. Of course this service may not be fortcomming, if available - will involve added communication, reduce flexibility (escort may only be available at set times duration) could incur a fee. As I keep saying ASIC (for small regional Airports) is a waste of money (for the pilot & airport operators), ineffective, a potential safety issue (non ASIC pilots avoiding airfield they would like to use)institutionalised Government bullying without cause and all round vessel of excrement, without a single saving grace.

The Editor of Sport Pilot, is (to my mind) delivering his usual inaccurate reporting; THE FLOATPLANE THAT SAVED A NATION In the second paragraph, of this otherwise entertaining retrospective, he defines the descriptive terms for aircraft that can land/takeoff on water; "Just for the record, a floatplane is, well, a plane with floats attached instead of a normal undercarriage. A seaplane has a boat-like hull that floats ......" I have always understood, that an aircraft specifically designed for marine landings/takeoffs, with a boat like hull, is a 'FLYING BOAT". The term "seaplane" describes an aircraft modified, by attaching floats, to what would otherwise be a land based aircraft, to enable it to land on water "Floatplane" is an American term for a seaplane. Semantics for sure but just one more example of our media adopting (without much thought) American terminology, for no good purpose other than to deepen the cultural undermining of the Australian way of life😈

Hi Turbs, I am impressed by the durability of your FRP examples. I am now more curious; Does the type of "damage" suggest the type/quality of the composite? eg Jabs out in the weather look a little dull, but seem to be structurally sound. Can the surface damage be categorised into surface only - indication of deeper problems? With Ninja - I understand that the fuselage is made up of composite panels over an alloy frame, so it's likly that any composite deterioration, is more of an esthetic than a safety issue?

I back your guess - It may be that the Australian flying world could be divided; CPL- All active CPL holders likly to have an ASIC (tax deductible?) GA Student Pilots - most have ASIC GA - Depends on if they regularly fly from/ to a Security Controlled Airport and if those Airports actually enforce the ridiculous ASIC regulations RAA - For the most part neither students or Pilots will have ASIC (similar to above)😈

I am curious about the term Oxidised as used in " Oxidised Fiberglass" Does this really mean that the surface of the composite/gelcoat? has reacted/combined with O2? OR Is it just a descriptor, meaning the surface is dull, may have a powdery texture , some yellowing, all of which may have been caused by some other factor eg UV exposure ?😈

Thanks All, Air inlet/box/filter & new cuffs all installed. Test fly at earliest opportunity. Thanks Thruster - Gap between air box & carburettor flange less than 5mm. I don't anticipate any negative impact from hose being "sucket in" a little. I have left a small fold in the cuff, at/in the above gap to facilitate relative movement. Static testing (moving carb or airbox ) seems to indicate idea is working. The previous cuff was 2" ID fuel hose, relatively (to the SCAT, less wire) stiff/unyielding.😈

Hi Underwood, Assuming that you have no reason to suspect structural damage due to weathering, it seems to me that you have a couple of choice; Just keep it clean, as appearance will likly have little impact on performance. When sale time comes around, use a renovating (abrasive) polish to restore good looks for best presentation/price. Use renovating polish now, followed by regular (non abrasive) polishing, to keep aircraft looking "spiffy" Use renovating polish on a regular basis (as some have advised) and put $$ away in a saving account for a full respray/re gel coat in a few years time. All the best 😈

I would like to see a test of the BM, using a propeller, operating from idle to say 3000 rpm (to accommodate Jabs). 😈

For stock work, riding a horse is safer. The horse is watch where it is going, while the rider watches the stock - teamwork!😈

Disclosure - I could not view the whole video, dreadfully slow/dreary delivery and several factual errors, near the start, put me off. The video confirms that MOGAS is just one more US derived name for automotive petrol. Would seem to be quite generic ie is not limited to a particular type/blend/standard, other than having an AKI of 91 - speculation; may have been invented/created by a fuel company marketing department. For the most part the video is not applicable to Australia, its climate/terrain and fuel types.😈

True! Oh Lord of the Vibe. I have a Dynavibe - good for minimising the ips & calibrating the tacho. Still I would revert to Rotax speak, when commenting on engine operating Are you suggesting, referring to Dynavibe, that you have used this device to prove & measure the effectiveness of a Balance Master. ?😈

Fair comment. Hower it is customary, when talking Rotax, to quote engine rpm. The prop & gear box, being driven by the engine, will do their thing, as long as the engine delivers the rpm's🤪 I do not know of an aircraft, fitted with a Rotax, that reports/shows prop rpm - may exist somewhere but why? Direct drive engined can be quoted in prop or engine rpm - there being no (discernible 🤣) difference.😈

I am intrigued - what empirical tests have you done, to back up what reads as human perception? Dont get me wrong - I love the idea , I just want proof it actually works. Without proof, it becomes faith, which I have little time for😈

How will it "wear thin" if no abrasives are used/contained within the polish. This is what I was getting at earlier - abrasives, either deliberatly applied or accidentally within the (renovating?) polish WILL steadily remove the paint/gel coat eventually requiring a respray/application at considerable expense, to replace what you did not need to remove - for what? A temporary ashetetic "buzz". If you must use an abrasive - do it to sell the aircraft - it will still have its gel/paint coating and will come up a treat. I use automotive detergent (in the hope it will do no harm to paint or airframe) rinse off with copious quantities of rain water, dry with synthetic chamois (better, cheaper than natural and kinder on the goats). When the mood takes me, about 2x/year, I polish with non abrasive polishes. After "buffing", I reapply the polish to leading edges - do not buff/remove. I hope this will form a sort of sacrificial coating for bugs ie non stick. Far from perfect, seems to work, particularly on prop leading edges and back (worst place for bug contamination). I do my prop more often, to get rid of any persistent bug splatter (comes off with a light spray of water & my chamois) fairly frequently - estimate once per month depending on season 😈

I learnt the hard way, if you want to minimise/prevent cracking along seams, etc aircraft paint should have a degree of flex, either inherent or added. I did use flex additive on the glass cowling - all good😈

Hmm! What equipment did they use to back up, what I assume is, their very flawed/limited, human perception? I stand to be corrected; Rotax 912ULS should not be idled for any length of time below 2000 rpm, except during shut down when, depending on technique, minimum idle is 1400 - 1700 rpm😈

For what it's worth: I have always shied away from using any cutting compound on paint/gelcoat. Seems to me that the benefit (removing some esthetic blemish) is as short lived as the polish containing the abrasive or polishing applied after. I also feel that the damage to the paint or gelcoat, may eventually lead to other problems, "down the track". From my jaded perspective, this is a technique/system, much loved by second hand car dealers (& the like) to present their, suspect offering, in the best light. 😈

A grader would be great but questionably cost/effect to purchase (contracter/friend in area?). Better a land plane (found in irrigation country) might get away with a grader blade fitted to rear of tractor (to some extent the longer the drawbar the better /consistent the result)😈

Run - up - area/bay?? Up to you - I did all my initial training in the NSW far west - dirt, more dirt, some grass (with "catheads") . Most of the strips I flew into had a cement/bitumen or "clean" area/pad to do run ups specifically to reduce damage, to prop & airframe, from air blasted debris. For TO; - Many pilots are trained to hold the aircraft on its brakes and or go to full throttle, as they power up - contraindicated on dirt/gravel, unless a short field TO desirable. Better, to gently apply throttle, increasing as aircraft accelerates, minimising prop blast from lifting loose material. This will mean an extended ground role but will reduce "gravel rash"😈

Has the "Balance Master" (BM), been empirically proven to be effective? I purchased & fitted one to my last aircraft -made no apparent difference, in vibration. NOTE: My prop had been carefully static & dynamically balanced. I rationalised the expense, as a just in case/safety feature. Just in case, I lost a chunk out of my prop, the BM might minimise the resultant vibration, to allow a safe landing. I have no idea if the BM would be effective in this scenario. 😈

Hi Neil, I have wing tanks & like you mostly fly solo. For a "Nav" I fill my tanks to the brim, use some of my right tank first, followed by my left. I repeat this as often as fuel is required, aiming to use about 10-15L per change.😈

Some thoughts on Cue International; A private airstrip strip only needs to be as wide & long, as you & your aircraft can safely operate from at Max TO weight. If possible, it should be aligned with the prevailing winds, however it may be that from time to time you will need to consider a TO/landing with a cross wind and if operating direction limited, a tailwind. Take into account; Runway surface - loose will affect braking distance. Dirt,will be impacted by rain. Grass will extend TO role. Etc Surrounding obstructions - from your photos my guess is that trees unlikly however significant natural terrain(rises/gullys) and man made creations (heaps/structures) should be considered. Where you will put-down should you have an engine failure It may pay you to have a run-up area/pad that can be kept free of loose dirt/gravel/etc to reduce the chance of damage to prop & airframe. Operational safety. not only depends on the length/width, aircraft capabilities but also on your preflight decision making (risk analysis). Should you allow aviation "friends" to fly in be sure that they have a complete understanding of the strip, its limitations & hazards. 😈

One of my local flight schools uses exclusively Jabiru aircraft - all parked outside, most for very many years now. Only one or two with some very basic shade. The external surfaces are no longer shiny but appear to be in good order. I am impressed by their weather resistance. What sort of composite are Jabs made of ??😈