propfarmer

Thanks Steve and Pud, I assumed that it was only the outer ones that had to comply but just wanted an opinion other than my own. They all appear in good order and the aircraft hasn't been flown since the work was done. This aircraft has had all the tubing replaced (it was the thruster that the wing lift strut corrosion issue was discovered on) and I thought it would be strange if it hadn't been done correctly. The guy who did the work was a bit of a guru from what I am told, or at least he has rebuilt a couple of thrusters... David

Hi Everyone, I have recently purchased a T500 that was a 99% complete rebuild project. I am in the process of replacing the wing skins as the aircraft has been sitting in an open front hangar and the leading edge is stuffed. With the skins off I have checked that the strut attach brackets comply with the AN 27-10-2004. They all seem ok but there is a second set of these brackets inboard of the strut brackets which I think attach to cables? It appears that these are the old style seam welded variety. Do these need to be updated as well or are the ok provided they are not damaged? Thanks for your help David

I'd look at the Narromine shire website for accomodation before you fly somewhere else, there are a few options. Narromine have taxis ($10 - $15 from the airstrip to anywhere in town) and if you flew to Dubbo for instance you would be looking at more $$$. The Peppercorn Motel (10 min walk) appears fully booked that weekend and I would imagine that the rooms at the caravan park (next door) would be gone also. Good Luck!!

Hi Jex, I am a Type 1 diabetic and am going to the doc tomorrow to get my medical done for my heavy vehicle drivers license. I am only a couple of hours off getting my RAA pilot cert and have wondered about one day getting my PPL. How difficult is it to pass the CASA medical? Also in reading the CASA guidelines for diabetics I think it says that once you have completed a certain number of flights with a safety pilot you are able to fly 'solo' providing things are okay? Is this correct? I live in a relatively isolated area so having to organise another pilot to come with me every time I want to go flying would difficult, thats why i chose RAA so I can fly locally. It's great to see that you have been able to get you license and I am pleased you posted, you are the first diabetic i know that flies!!!!! I've found someone like me!

I am a learner and I had trouble with judging height as well. I told my instructor and he suggested a couple of circuits without touching down. Just flying from the point of flare to the point of take off and staying as low and level as I could made a world of difference. It helped me get my mind around where i needed to be. It gave me time to have a look around and get comfortable with the height without the added pressure of everything else you need to manage before touchdown. Then..... many weeks later and after many circuits it just 'sort of' clicked and now I don't see it as "that frightening time between flying and driving!!" As HH said, "practice, practice practice"

Maj, I watched you land a nice 3 pointer at Narromine enroute to Natfly, conditions weren't smooth and the first thought i had was NICE LANDING, then Nice Plane!! Belated I know but impressed none the less... enjoying your input on this thread!

I learnt in a Jab, have just started flying a thruster, whilst I know my experience is limited, here is my two bob. My mate who is teaching me to land the thruster (he has a couple of thousand hours experience) said when he first bought his thruster he used to wheel on, then he ground looped and has never done a wheeler again!! He also said to basically try to stall the plane less then a foot of the ground, if you can achieve this it will not bounce as there isn't enough speed to get lift, the faster you are going the bigger the bounce. You pay good money to fly so keep flying for as long as you can. Personally I find you really need to focus on the end of the runway once you have touched down, more so than in a nose wheel, be proactive rather than reactive with your feet. Get Dancing

Hi John, the TST E that I am doing a bit of flying in cruises at 5400rpm 55kts, two up. I think it has a B type box? Not sure though. It acheives 6500rpm on climb.

Hi Pud, have been watching this thread with interest and after seeing the above photos and reading that the alignment of one blade is different to the others, have had a thought... Is it possible that the 12 deg blocks can be put on incorrectly and are oriented the wrong way giving a false pitch? eg. the block designed to be infront of the blade is infact behind it and vice versa. Could this be the reason for one blade being out of alignment? One is correct and two are wrong or two correct, one wrong? ps. have no experience with maintenance on this type of engine or prop so what i am questioning may not be possible? Good luck.

Hi all, just wondering why 2 stroke engines don't have/need Carby Heat. Went for a fly the other day in a Thruster with a 582 and having only done training in a Jab noticed the carby heat knob was not there. My instructor couldn't answer the question for me so i figure that someone here will know. I have a few ideas but will wait for someone with more knowledge to put me on the right track Thanks for your help. David

I'll be driving there so will be able to do a fuel run if you need.

Glad to hear that it doesn't make sense to others out there. Sounds like a can of worms to me? (and NO I don't know what a can of worms sounds like for all those comedians amongst us who may wish to ask!) Anyhow enough of that, I reckon I'll just stay on the cautious side of what is needed and I shouldn't get burnt!! ps. Yay !! only 1 or 2 hrs til solo time.........or so ''he" says......ha ha

I'm currently doing some study and have come across some confusing numbers with regard to CAO 20.9 s/s4 refueling and 20.9 s/s 5 Engine Operation in my Dyson Holland notes. Section 4 regarding refuelling states that no vents or filling points be within; 5mt of a sealed building 6mt of stationary aircraft 15 of exposed public area 9 of of an unsealed building Section 5 states that piston engines must not be operated within; 5mt of a sealed building 8 of another aircraft 15 of exposed public area 8 of an unsealed building My questions are Why the difference in points 2 and 4 above? As I read it in point 2 I can refuel my aircraft 6mt away from another aircraft and then have to drag it 2mt further away to start it, legally... Why different distances at all? Surely a similar distance for all the four circumstances above would be easier to comply with and remember? I have never flown at a busy aerodrome therefore these issues of refuelling and starting close to other aircraft haven't been an issue and our fuel pump has plenty of hose to allow me to stay well away from buildings etc. Thanks for your help

Hi all, I have about 10hrs up training in a jabiru lsa55 and loving every minute of my new hobby!!! The hardest thing for me now is finding a suitable aircraft.... that's where you all can help! I need something that is enclosed (or partially) so the better half will come flying with me, capable of landing on bush strips and is fairly cheap? I will be using it to fly around our properties so high cruise speed is not needed. At this stage I think the Thruster is about my best fit for an entry level a/c, would love to be able to afford a savannah but maybe later... Are there any others out there? What are your opinions? Cheers