pylon500

I guess I'd be willing to go back to staying below 5000ft if the regs could be amended to only having all this electronic gear fitted if flying above. Maybe we could get VTC's drawn up with dedicated climb/decent lanes to all RPT airports, and all of us RAAus and GA just keep out of the lanes except while in circuit? There must be some way of introducing a form of sanity to all our combined operation? Arthur.

UM, did you happen to have a look at the attachment? The aircraft is so basic, it's not likely to have flaps, possibly doesn't even have ailerons (uses secondary rudder) Remember, on most aircraft, FULL flap is more for drag than low speed lift. As for the SportStar, you need to remember it doesn't have flaps, just a big split airbrake, probably a good idea to close that if the motor stops! Arthur.

I have this set up where I am, and I'm trying to keep it quiet so as not to screw up my half million investment. The local council is currently upgrading the surrounding security fencing in line with the knee jerk security being imposed by the government. Geez, life's hard enough just trying to keep regional airports open without the likes of DOTARS and other self interest groups scaremongering us into buying ASIC cards and the like just to keep flying. Arthur.

Looks like we'll all have to move to central Australia and just do 500 ft circuits around our own privately owned paddock :baldy: :kboom: Arthur.

Thanks for the audio upload/download, had a listen on media player. The controller sounded more annoyed than concerned. Found a picture of said Lightwing here (Going off topic here...) Looked at photo's of Bindoon growth, doesn't really show that what used to be about three sheds in amongst the trees is now about fifteen or so? The photo link earlier is of a thing called a Eurowing, basically a copy of a Catto Goldwing. I think it was owned by a guy named Ian Beatle or Beadle. Very easy to fly, had a real good glide. Arthur.

...with the golden locks, hidden under the cake tin along with....

That would be great. I've installed RealPlayer on a previous Mac, and when it came time to update it, I then found out how big it is and how it spreads though your computer taking up space and trying to dial out all the time. I know, I can switch off some of this in the preferences file, but I'm happy with just QuickTime and iTunes. Hey, I see your at Bindoon(link), flew there about 20 years back, I hear it's getting bigger now. Arthur.

Wish I could find an mp3 version of it as I wont allow 'Real player' near my computer! As for Basair having/using the audio, it could be for radio training purposes, or maybe they no longer like anything that could be perceived as an ultralight after their fleet of Technams fell to bits... Arthur.

In the beginning of registering ultralights (it was the AUF then), there were only two classes, 95:10 (single seat homebuilt)and 95:25 (single and two seat production ultralights). Their rego's started with '10' and '25' and each had it's own 'sequence' of numbers starting from 0001. It was therefore possible to have two aircraft on a field with the same sequence number but a different class number, ie; I had a single seater rego'ed 10-0159 and one of our instructors had a Sapphire rego'ed 25-0159. To ease radio callsigns, an alphabetic was assigned to the various classes, and you only needed to call the last three digits of your number. The 95-10's used callsign 'Alpha' (I was 'Alpha 159') and the 95-25's started at 'Papa' (the Sapphire was 'Papa 159'). Once the numbers got beyond 1000, each class moved to the next alphabetic, ie; 'Bravo' and 'Quebec'. This system was eventually abandoned and subsequent registrations all came from a single list regardless of the class. With the changes to our radio procedures, that Lightwing would now be called 'Lightwing zero six niner two' As for the recording, I vaguely remember this as a combined GA/AUF instructor (?) flying South past Warnervale without refueling hoping to make it to The Oaks before it got 'too' dark, but then running low on fuel and landing on a golf course somewhere. Fingers were smacked ! No, it wasn't me.. Arthur.

You don't really need a newer plane, you just need a lighter instructor, then try something like a Foxbat or if you want to learn to fly a real aeroplane, try a Lightwing. These modern 'thingeys' are too easy to fly..... Arthur.

While RAAus instructing in Sydney, I had a young guy come out that was thinking of joining the RAAF as a pilot and wanted a bit of a 'heads up' on what to expect. He couldn't afford to do much with GA so gave ultralights a go. Being ex RAAF (only ground work) I had an idea of what was coming, so after some theory we headed off in the Lightwing and I gave him a serious TIF. He understood what was going on and enjoyed it enough to come back and really put in some hours. I cant remember if he went solo before going up to Tamworth for the tryout, but off he went. The training and evaluation done at Tamworth (then) was around 14 hours in CT-4's, and if you picked up quick enough, you could get an hour or so in a Cap-10 (taildragger) and some aero's. My student did ten hours in the CT-4 and was the only one to get another four hours in the Cap-10 But alas youth, although he came back to the club, continued to full certification in the Lightwing and our Foxbat, he decided there was more money in computers and went off to Uni..... Arthur.

Not to appear to 'kick him while down', but I saw a lot of things that made me wonder a bit; •Flying at around 2500 feet he loses oil pressure, but according to the time frame doesn't land for nearly another eight minutes? •At one stage he actually climbs? •He starts off near a small town with reasonable fields around it, but heads off around a range of hills? •Although the captions mention an oil film on the windscreen (not really noticed), he then degrades his glide performance by opening his canopy? •The helmet cam appeared to be well orientated to where ever he looked, as such, he spent a lot of time in the last minute looking at a large field which he then glided over the full length of before hitting the wall into the next (and smaller) field? True enough, he walked away from it, and you usually only get one go at these things. But the engine was probably totally destroyed before he got to the ground, he wrecked the aircraft on landing, he then casually climbed out and walked away leaving all the electrics on. Sorry, but I don't always credit survivors as hero's, just lucky. Arthur. (Puts on fireproof suit) :Annie:

Listening to the video a couple of times, and allowing for sound/distance time, it seems more likely the prop disintegrated (the initial bang) followed by the engine winding up to around probably 10,000rpm whereupon it also disintegrated (my opinion). The story here at the EAA website with some good photo's of the engine. Arthur.

While the engine may be similar in dimension to the Jab, it's hard to believe that it is also close to the same weight? Even if the basic engine is similar, you need to add the weight of the cooling system when doing your CofG calcs.... I'm pretty sure Gary will advise on changing the firewall position to suit the new weight, and there's plenty of nose to shorten on the Cougar. Arthur.

G'Day Maj, you're the first person to question the C177 taildragger (which to the best of my knowledge, doesn't exist :ah_oh:), it's just me playing with photoshop again. By the way, a C188 is an AgWagon....;) Doin' well, busy flying and fixin' planes.... Arthur.

OK, Here's another,

OK, The coloured fish I refer to would be the RED HERRING! If you Google B-17 Single Engine (can't get a URL link to take?), there is much discussion if the aircraft ever existed in the above format, most tend to believe it is photoshopped. Has there ever been a thread here before showcasing aircraft photoshop? Arthur.

Have a go at this one, there's something about a certain coloured fish to this one?i_dunno

A 912s powered Sierra was built and sent to New Zealand, no idea what happened after that. The instal was a bit more complicated than the Jab, but managed to fit.

Actually I think a better question is why does the 3.300lt Jab run on only one carb when Rotax thinks it better for their 1.200lt engine to run on two? :csm:

You don't even have to be on a council airport to have problems. My private property backs onto an airport and my DA to build a hangar was approved, but not as a rural shed (like most of my neighbors') but as a commercial warehouse, complete with all the regulations that go with it Guess you shouldn't tell councils anything about what you might do in your shed. I'm still working on this problem so I can extend.. Arthur.

I'm running Safari on a Mac, and do the following; 1/ Open the download page (under 'window') 2/ Open the Activity page (under 'window') 3/ Start the webpage-video you want 4/ Looking in the Activity page, find the address line that is in MB's, not just KB's (should be counting up) 5/ Copy this line and paste in the download window, WHILE IT IS STILL DOWNLOADING!(once it finishes downloading it just becomes an icon). You should end up with a .flv file on your desktop. I've had a look at Firefox, but I can't find an equivalent to 'Activity'? I looked in Tools-Page Info-Media(button) then tried to Save As.., but it didn't work ::(: Once the file is downloaded, you may need to change it from a .flv (a flash video) to a .wmv (a windows media video), not sure what happens if you try to save it as a .mpg file? Arthur.

You will find that it is a machine called an 'AIR-CAM', have a look HERE. Arthur.

As long as we're not called REKKERS

Thanks for the compliment I cant see why people go to the trouble of building in composite, and make a square box :raise_eyebrow: I was almost going to carve an elliptical wing and tail, but the swept shape looks faster Sorry about the slow replies, I don't visit as often as I should. Arthur.