silvercity

Have to agree ... it's a terrible site.

The problem has been sorted apparently, not sure of the specific details. He certainly wasn't f*****g with it Toby but thanks anyway.

Anyone experienced loose cylinder head bolts on 912 uls? A mate was checking torque values and found one that won't tighten and can be moved up and down a couple of millimetres. Any thoughts?

I agree that balance is important but there are many aircraft that will bite you in the blink of an eye if you stall them in the configuration you describe.

And she decided to continue to her destination!! You've got to be kidding. I would have landed at that airport five miles away ... and gone straight to the gents!

You've opened a can of worms here Yenn ...

In another thread Oscar wrote the following: "It's a serious question; the Cirrus is very much over-represented in the crash statistics by comparison with other aircraft that have fairly decent PTP performance with far more 'usual' reactions to extreme flight situations.. If one follows the history of popular aircraft with seriously negative crash statistics, one would go from the A35 Bonanza ( the "forked-tail doctor killer" ) through the early Lancairs - a truly terrible aircraft - to the Cirrus. As a CAR 35 engineer, a member of my family had a fair bit to do with repairs to early Cirrus 22's. He will not fly in one - and he is a CASA-endorsed Test Pilot who had a release from DoT ( the predecessor to CASA) to fly its A35 for use as his transport when RTOA for the NSW GFA. Apart from the persistent Dutch Roll of the A35, he found it quite nice and safe to fly; you may make your own judgement of his thoughts on the Cirrus from that.. He did take a flight or two in an early Lancair ( 320 or 360, from memory) and refused to fly any more than a circuit. They are that bad; the Cirrus is NOT that bad but it still has more than its fair share of issues." I would be very interested in other opinions about the Lancair 320/360, preferably from first hand experience. Cheers.

RIP Ross. Thanks for your helpful advice. Will be sadly missed.

Has anyone contacted you about this Ron?

Looks like a Midget Mustang to me.

Spot on Kasper.

With due respect David when I did my 210 endorsement in the dim dark past I was taught it was normal procedure to immediately switch electric pump on then change tanks.

What's the MTOW news Sue?

The concern I have about this post Peter is that some unknowing student pilot will read it and then try putting it into practice. Low-level steep turns are very dangerous and flying "feet only" is sloppy flying ... not to mention uncomfortable for any passenger you may be carrying. We are all entitled to our opinions ... though sometimes, for the sake of others, it's best to keep them to ourselves.

Can someone tell me where I can find the regulations relating to the minimum distance required from a non-towered certified aerodrome in Class G airspace for the location of a private ultralight airstrip please?

Here's info on the "fishbowl cockpit" aircraft. http://en.wikipedia.org/wiki/Aero_Ae-45

"Great airplane, was a passenger in one of them (at a German Airshow) ages ago, best flight so far, had to sit down for 15 min afterwards. That's the one I flew in http://www.bredow-web.de/DO-3605.JPG two years later and after slicing through a Robin 2160 camera plane while filming a commercial. " Thanks for that info Denny. Love to get to that airshow one day. Maybe this is it? http://forums.airshows.co.uk/viewtopic.php?f=8&t=55583

Thanks for the info ... ugly but interesting.

Can anyone tell me what type of aircraft this is? I've never seen it before.

Is this statement based on personal experience Oscar?

Thanks for the help everyone ... and Peter G I've ordered numbers from Wingtech, a very helpful gentleman there if anyone else needs rego letters/numbers.

Any suggestions as to the best method of placing rego numbers on dacron wing skins ... will normal laser cut sign-writing material (vinyl?) stick OK or should they be painted on?

I prefer the old one.