M61A1

For the most part, it's not about being best. It's just how it's been done and changing it is more painful than living with it (except whitworth....whitworh can f*ck right off) That's punishment for owning a caravan. Having a caravan should be as difficult as possible unless you can prove it will never be on the road.....ever. You can add another factor with a finer pitch, and that is that finer pitch will result in higher clamping forces for the same torque than a coarse thread, and be less likely to come undone for the same reason. Good idea....The thread could be made to such wide tolerances that it fits any other similar size and the nut and heads could be 12mm across two flats and 1/2" across another two, with a tapered hex in the middle to fit almost any allen key.

When I saw the post title I thought we were going to get some advice, about clearing around dwellings, controlled burns and firebreaks.

We has a German exchange student for a while. He arrived with no sense of humour and left with a better understanding. When we drove past the abattoir setting ponds when the wind was of a certain direction, I would take a bit of a sniff, turn up my nose, look at him accusingly and say "Was that you?". After few months he started getting in first.

It's all well and good until you add Newtons. We have some French made stuff at work that's load rated in DecaNewtons. You have to wonder what they were thinking. I have just learned to manage working with what I'm given.

When does Sean Connery go to Wimbledon? Around 10ish... One way or another, I’m really going to have to stop quoting Blondie lyrics..

Tyres was going to be my next question. Do you use PSI or KPa when inflating tyres OK? I hate working in Bar or KPa. I think that PSI is just the right balance between coarse and fine measurement.

My grandfather’s favourite...When police questioned the locksmith as to why he was at the premises at the time of the raid....”I was making a bolt for the door”.

I must admit that I prefer my imperial drills labeled in thousandths of an inch. I don’t really like letter and number drills, but I can live with it. There are many larger problems that need solving in my world that come before how my fasteners are labelled. I get that the ideal hole size for a 1/8 rivet is a bit bigger but not a 1/32 or 1/64 bigger. 0.128” seems easier than #30. But it is what is. It must be really annoying that the metric prefixes are rooted in Latin whatever happened to keeping you mind active as you get older?

This seems to be a first world problem. Neither system is difficult to work with. it must be really upsetting to have buy a #30 drill.

As you say, that has everything to do with the instructor. All aircraft are what they, are and the pilot has to live with what that is. That is pretty much the point of this thread. Someone is trying to find and aircraft they can live with. My friend has a lovely aircraft it has very similar qualities to the Faeta, and I love flying it, but it won't do what I want to do and stay in one piece. I fly whenever I can and a lot of those days are hot and blustery, days when many people might just stay at home with the aircon on. I fly to a lot of places with unprepared strips, but that's just me (and a lot of others). I've seen what happens to aircraft like the Faeta when they are landed somewhere inappropriate.....not pretty. These points I raise are just things for the OP to consider. Things that I hadn't given a lot of thought about when I bought what I've got. They are not a personal attack on you or your aircraft.

I didn't state it as "almost as fact" it is a fact, that Va is often much lower than Vno, especially in lightweight aircraft, many of which are European. Generally because the aircraft are built down to a weight and designers squeeze every bit of useable load out of them. During Australian summers turbulence (and often almost any other time of year) is quite real, and such aircraft become severely limited unless you actually want to find the point where the wings fall off. [TABLE] [TR] [TD][/TD] [TD][/TD] [/TR] [/TABLE]

Yes...but How is Vra defined and calculated?

There are quite a few previous threads here about the importance of Va. I've just had a look at the Atec site and it has a Vra for the Z2000 (V rough air) of 107 knts which is considerably quicker than the listed Va of 80 knots. Perhaps someone more familiar with design engineering could explain the difference?

It’s not necessarily STOL that is required. There are many places with strips that are plenty long, but in very average condition. Little tiny wheels and a fragile undercarriage will prohibit operation from a lot of rural and outback places. It will be ultimately up to you and what you want to do with the aircraft.

I have the older 601HD with a 912 UL (80 HP). It has quite a thick wing section, very much like the Savannahs and 701s and none of the later structural concerns. It's not particularly fast, but is gets in and out of short , rough strips with relative ease. They aren't particularly attractive looking, but it does the job for me and the price was right. It gets a solid 90kts at MTOW on a crappy day and around 100kts in perfect conditions on 80HP. I know of others with 100HP and they don't go any quicker. I think that wing is on the top end of it's efficiency at that speed. I'm about 5'8" and the cockpit is reasonably roomy. I have a sunshade which I would consider a necessity. Because of the deep wing section I can fit a full jerrycan in each wing locker and a large luggage space behind the cockpit, although I can only carry 8kg in that with pax and be within CoG limits with zero fuel. I have about 250kg of useful load at 544kg MTOW. I converted mine to taildragger config also, so that it would handle rough field work better. The nosedragger version gear seemed very closely spaced, which I didn't think would be great for rough field work. Solo I can put a large pack in the pax seat, more than 40 litres of fuel in each wing locker (65 litre main tank) plus a tool kit and hiking stretcher with my pop up tent behind me and still be under MTOW. Because of the thin metal skin it is quite "drummy", but a good headset fixes that. The 601 XLs supposedly had some issues with the wings, but apparently this has been rectified with a mod. I can't tell you much about them except that they are definitely faster, I wouldn't know about short/rough field performance, but the fuselage appears virtually identical to the HD model with the exception of the canopy. It will all depend on what you want to do and what appeals to you. Some of the flash Euro stuff looks great and goes fast, but make sure you look at VA speeds, many of them are severely limited in turbulence, which is nearly every day in QLD. Most are also only good for well maintained strips, and an off airport landing will often see damage. The Jab may well do what you want, and they are reasonably priced, but you need to work out what you want, what you are willing to compromise on and what you aren't. I bought mine as a fixer upper and it doesn't owe me much. It's actually grown on me. I also look at the idea that I spent a bit more than $200 per knot. An acquaintance has a much faster aircraft and spent about $500 per knot and a flash Euro machine will be well over $1000 per knot. The resale value of my HD is not particularly high, but I've flown over 400 hours in two years for minimal cost. Anything I break on it is easily fabricated and replaced too. Have a good hard think about what you want flying to be for you.

Perhaps this may help....link in the document https://www.casa.gov.au/files/awb-34-008-issue-2-calibration-compasses

Some people have no idea on just how tight of a budget some of us fly on.... Also, Who drinks Shiraz when you can fly?

That sounds about right. Mine always float with the pin on the fuel level.

I'm guessing you've never used an ANC headset. You can still hear the necessary things easily, although some of them provide next to no passive protection with the ANC off. Don't let using one worry you, it's absolutely nothing like bike riders using earbuds.

Will Power was a local kid from around where I live. He pops up on the local news every so often in an interview about Indycars.

The hangar fire suppression systems are often plumbed under the concrete floor and spray foam upwards. I have seen testing of such systems. Usually messy and time consuming as all aircraft and equipment has to be removed first.

I would think it unlikely that there would be a figure available for the dual float weight. Weighing the pairs of separate floats is a Rotax thing. as long as they float about 50/50 submerged they should be fine. If they sinK more than that there may be a problem.

https://www.h3rcleanagents.com/support_faq_2.htm

Did you miss the fact that they were both using the radio....One on the new frequency and the other on the old frequency. I would suggest that using current documents and check them every time may have prevented this. Blase use of the radio could have been a factor...As in, I made my call, no one responded, must be ok, don't need to look. No one here has said not to use your radio, but many of us think some use it unnecessarily too often. I fly a lot in rural areas too, but on weekends, because discrete CTAF frequencies are few, 126.7 is cluttered and often has people talking over each other and making longwinded unnecessary calls. Yes, I agree, if I'm not hearing anything on the radio, I get concerned and start checking....frequency, volume, headset connections etc.

You will have achieved knowing you have a leak without catching fire. That's a win. They work, I've seen them work.