Jump to content

Blueadventures

Members
  • Posts

    2,956
  • Joined

  • Last visited

  • Days Won

    42

Everything posted by Blueadventures

  1. Skyfox with different wing profile would get there. In fact Bob Llewellyn had designed a better wing; a mate up here who knows him was speaking with him about building the wing and fitting to my Ca21 Skyfox and he sign off to trial the wing performance, but this did not happen.
  2. Blaniks are fun to spin, provided those Red Bull loonies have not been at them... They sure were and fun fly over all. Had a L13-A1 VH-GPS one and miss having it; it’s still flying in NSW. One of the few in the world.
  3. Was planned back in 2013 but priced out of market. Refer by Rob at Coastal Aviation.
  4. I would expect his training was to a point in time when he did his solo and further training would have been required that included further solos then maybe x/c, Passenger etc. Wonder if he gained L1 ? Outside of any training he made a decision to fly.
  5. Thanks Mark; no have not been looking at any constant speed IFA prop videos. I'll have a look in a few days as keen to see effect of pitch change to coarser but for me can only relate to performance on a Nynja. If E=Props have a specific Nynja IFA review I'd be keen to view. Not ever looking at a glorious prop at this stage very happy with ground adjustable. Spoke to Neil up here and will assist him with his prop on the Bristelle he has the paper work and mass weight for his plane now just needs some bolts for it. Cheers.
  6. The props are designed for 5,500rpm (the November video is very misleading for other than STOL comp performance with its 6,000rpm talk as I set mine for 5,800 and performance dropped 10 - 12 knots; could not make 100 kts at WOT S&L where as the 5,500 rpm setting would make 108 kts) I don't understand why this is so as I thought the 5,800 Take off rpm would be the 98hp and 5,500 rpm is about 90 hp. Have today reset pitch for 5,500 rpm so will fly tomorrow and should be back to where it was. The reason I set the rpm first was mainly due to always aiming for 5,500 to 5,600 rpm WOT S&L. The manual for E-Props said 5,500 rpm best and also said to set prop for 5,100 to 5,800 rpm static. This lead me to try it at 5,800 rpm. Big FAIL result; so just set for 5,500 rpm and leave there. 110% happy with the E-Prop and great value for money and good for 4,000 hours. Posted to share my experience; Cheers.
  7. Could weld a side pipe on the mount area and cut that original section out of the mount; that will give necessary clearance. Looks like the header passes through a 'V' shape of mount piping. Limited view in the image I saw.
  8. Applications can be made from 9 February 2024. A step in right direction.
  9. Is this of assistance MARAP-Rotax-05-001 RPT01 lssue 01 Engine Condition Monitoring Program by RAAus?
  10. A couple of bumps that would be welcomed sights.
  11. A guess is maybe a fuel line leak or ruptured fuel tank that leaked fuel into cabin area and ignition on impact??? Don't know just a guess as the discussion is about the fire damage and how it occurred.
  12. How were your base legs; speed on the numbers. Sounds like you have a good instructor he will work on things for you. Hydration and fatigue are a big thing to keep in check. If you don't feel 100% don't continue with flying or circuits; have a break and if good to go fly. Cheers.
  13. They go into wind same as best for gliding is into the direction opposite turn when possible. Birds are smart and efficient watch their V pattern flight. Years ago I tricked an eagle by when in sink and seeing it coming over I turned sharply as if centering a thermal and I was in sinking air. The eagle quickly joined with me and set itself to thermal and immediately started flapping its wings as if it got bogged and was in 4 wheel low getting back up to flying speed. I still smile thinking of that day.
  14. Once they get their certificate will they be able to continue the fly there; most can't continue the access CTA post completing their training.
  15. People directly involved can ask questions and make comment to be considered by the coroner about the circumstance and then the coroner will decide if he will seek information about it to assist him in his finding.
  16. My understanding is that the 'G' aircraft are maintained by LAME and if applicable by the owner / builder of the 'G' aircraft so long as the owner did build the aircraft and has the appropriate maintenance qualification. An example would be a kit aircraft that is bought after being built by another would need to be maintained by a LAME or another authorised person (RAA to advise such in the near future and won't be any of the current L1, 2 or 4's; unless they do further training and qualification / experience.) Sounds safe and fair to me.
  17. They will have to do time with an RAA instructor to get a pilot certificate; in late March they will start process of ratifying the instructors and guess they will need to do such in a 'G' aircraft??? If they accept a recognition of the GA license then they would have to limit to above 600kg.
  18. I reckon there will be RAA pilots who cruise through getting the endorsement; at the end of the day its gaining the qualification and then good airmanship. I know a few GA pilots who are uncomfortable in controlled airspace. I'll get it when available and meet the requirements.
  19. Be interested to know how many aircraft have rego allocated to them and how many are in current rego. I did read recently where RAA is contacting all aircraft owners with expired registration to ascertain their plans forward (plan to become airworthy or never to fly again),
  20. Absolutely agree, No real difference in annual membership costs etc; so why change will be their consideration. Some may change and if CASA alter their medical requirement to similar to the UK / USA etc then they may change back.
  21. Yes; I'm very surprised you do not know this fact already.
×
×
  • Create New...