Kev

Good thinking. Agree. Safe Flying Kev

Yes, to all of the above, except the sandflies. Will look forward to seeing you there. Safe flying Kev

Quite a few opinions here. This is my take on it: Maintaining glide distance is the only safe option. However, things can still go wrong, miscalculation, wind change etc. Also, how much tailwind would you want before going for minimum sink rather than best glide? I would definitely stay with the trike, rather than bail, as I cannot see any way that I could exit whilst maintaining control, and it is almost impossible for my passemger to exit with me in the seat. So there is a duty of care element there. On descent, check harnesses and helmets secure, visors down (and locked, if appropriate). Late final, disconnect and stow comms leads. After impact, wait for aircraft to settle, then release seat belt and assist passenger to exit. When clear of aircraft, inflate lifejacket and activate EPIRB. By the way, there are two types of manually inflatable lifejackets available. My local BCF stocks the Marlin brand and on checking the instructions, I found that they have to be returned to their service agent for annual maintenance and/or cartidge changes.:thumb_down: There are other brands that allow all maintenance to be carried out by the owner.:thumb_up: Safe Flying Kev

... don't forget the sausage sizzles too Safe flying Kev

Ryan There will be directions to parking, camping areas and they are also working towards there being a Surface Movement Frequency, frequency TBA. NOTAM to be issued shortly. Safe flying Kev

This comes under the food for thought category. With the advent of the new flying over water regulations, I foresee some of our pilots dashing down to BCF to purchase their new PFDs. Before rushing in too quickly, they may wish to consider what their actions might be if the worst should occur, and also add the 'should we put down on water...' part to their passenger brief. I have previously read one or two accounts of trikes ditching, and make no mistake, it is not a landing, it is a crash. There appear to be two schools of thought on the best time to disembark. They are (a) stay with the trike until it comes to a complete halt, then exit, and (b) exit at the last possible moment before hitting the water. Does anybody have any strong opinions, or better still, experience that they might share? Actually, experience would be better, because if they are able to relate it, that means that they have survived the event, and whatever they did works... Safe Flying Kev

Looks as if their website has been updated now with some more information for us: Wings, Warbirds and Wheels Flyin and camping under wing etc. :thumb_up: http://www.maryboroughaeroclub.com/

There is also a flyin at Maryborough, QLD on 14th and 15th May with camping under the wing etc. which should be good.

Thanks Lyle I sent you a PM. Let me know if you have not received it, and I'll try again. Safe flying Kev

When you need to disarm one and the warning signs are not visible (or you don't know to look) ....... then I guess it would be very hard. Quite a few have exploded on the griound. The results are not good.

Thank you all for the snaps and info. Old Koreelah, yes definitely interested in the training video. The BRS website does contain a brief for disarming by emergency services. What I'm looking for are the visual clues that indicate the installation of these systems. Trikes are easy, but in the 3-axis aircraft the systems are generally out of sight. Add to that the confusion of a damaged airframe, and the imperative to possibly remove a pilot who may be unconscious, and it gets harder still. All photos and comments welcome. Mick, Hellen has our current email address... Safe Flying Kev

I am planning on giving a brief to the local Firies sometime soon on Ballistic Recovery Systems as installed on an increasing number of recreational aircraft, as they are likely to be amongst the first on the scene of an accident. However, I lack any suitable photographs, as none of the aircraft here in Maryborough have one installed. If anyone can help by sending any photos of installation, RAAus danger stickers, breakaway panels etc, I would be exremely grateful. Safe Flying Kev

Thanks Crezzi, I hadn't received that one. Safe Flying Kev

Bluey, Debris on the magnetic plug is mainly an indication of wear & tear in the gearbox, and as per Rotax limits, yours is not excessive. Your choice of oil and fuel are all good. See what you find when you inspect the filter. Any metallic debris other than trace amounts of ferrous can indicate a problem, depending on size and quantity. Hope this helps. Fly Safely Kev

Bluey, The short answer is yes. Keeping the carburettors balanced is very important to the smooth running of the engine. It is detailed in the Rotax Line Maintenance Manual Chapter 12-20-00 para 10. It starts with mechanical synchronisation which basically gets you into the ballpark to then carry out the pneumatic synchronisation. Although there is a balance tube which compensates for any minor differences, you should attempt to maintain the balance as well as possible. The balance at idle is very important as any difference here will be a greater percentage. Having the idle set lower than 2000rpm will help reduce the shock loading during start up and shut down of the engine, however when running you should try to keep the idle at not less than 2000rpm. This reduces the stress on the gearbox. The pneumatic synchronisation basically consists of two separate settings - the idle, set on the idle screws, and then the off-idle, which is set on the cable adjusters. It is important that the cables are lubricated regularly and are free moving. If one of the cables drags a little, this will tend to put the balance out throughout the range. Dont forget to use brakes, chocks and tie the aircraft down as you will be checking it right up to max power. Hope this helps. Safe Flying Kev

Bluey, the Rotax 912 can run constantly up to 5500rpm with no undue stress. Max power ie 5800rpm is limited to 5min. Safe Flying Kev

Just a thought, but if the trike was unregistered, then who is investigating the accident? Safe Flying Kev

Ray, I have tried the 'vee rabbit' antenna on the kingpost. It works very well and does not require a ground plane. The only issue is that it needs to be removed for derigging the wing. It also increases drag a little. Safe Flying Kev

Please file a Defect Report. This is an important and necessary step in the dissemination of the information and ultimately the rectification of any recurring defect. If you are HGFA registered, the Defect Report may be filled out on-line on the HGFA website. If you are RAAus registered, the Defect Report is available from your Technical Manual Section 43-3. Safe Flying Kev

What about the Jab who was caught by Brisbane tower flying above 13000ft? He was asked if he was IFR, replied no and was promply ordered down to below 10000ft . I wonder if he was ever reprimanded? Lucky for others that he was quite happily broadcasting his height even though he was not allowed to be there...I wonder if he was GA or RAAus?

Sorry Alf

Thanks Glen Unfortunately it all happened too late to help Alf Jessop :musicboohoo:, but will hopefully make things easier for others in the future. Safe flying Kev

The latest from the HGFA: Two wings – One Rego Quite a few of our members, particularly instructors, operate with more than one wing for their Trike. Well, good news – effective immediately, you may now register multiple wings with a single trike base under a single Registration Number. Additionally, if you should choose to upgrade to a later model wing, you may retain your old Registration Number. If the old wing is to be scrapped or sold on, it must be de-registered, and the registration number removed. Obviously, for trikes registered under CAO 95.32/LSA, only trike/wing combinations that are certified by the manufacturer may be registered. The new HGFA Microlight logbook is now available on the HGFA website for downloading and printing and this will facilitate the recording of maintenance, as it includes a separate logbook for each wing, as well as the engine. The new HGFA Operations Manual mandates a separate logbook for both the engine and each wing. The reason for this is the HGFA have recognised the fact that there has previously been no facility for maintenance records to be included with these items when sold. This mandate applies to new registrations only, so current aircraft may continue to run with their existing Maintenance Logbooks. I would like to thank our General Manager, Craig Worth, for helping to achieve this. I feel that this is a definite step forward in Flight Safety for the HGFA and look forward to helping to improve other areas of concern in the near future. :thumb_up: Safe Flying Kev

He did very well to get that far... Hope he will be able to continue if it can be repaired.

I would rate the Ozee suits :score 010:as well. Safe flying Kev