SDQDI

I wonder what materials he used for the spa?

 

 

Well there you go you learn something every day.

 

 

Do you mean the latex ones, Ian?

Maybe the thicker rubber thimble looking ones.

 

 

Oregon Aero also do a mic cover with the holes. They make a difference, but the biggest difference I found was using a high noise mic. I can have a normal conversation in the Drifter with both, and I have had some favourable comments from others about the surprising clarity from a Drifter cockpit.

Is it much of a job to swap mics out?

I will try these covers out first but that may be a better permanent solution.

 

 

All helpful suggestions!

 

I have ordered a couple of open cockpit ones from Ian and a couple of leather ones as well so I have all my bases covered. I had been searching for foam mic covers but was only getting the generic mic covers not headset mics. So I appreciate the help.

 

The only ugg boots I can find belong to the better half and at this stage I don't want her to give me the boot, I will dig around and see what else I come up with.

 

I will test all these when they arrive and post the results here for others with a similar dilemma.

 

 

G'day

 

I have recently purchased a helmet and changed my Zulu headset to be for my pax but I have been having issues when flying doors off with the mics opening constantly with the wind even though they are adjusted as far as possible for squelch/sensitivity. I was wondering where I can find some thick foam covers? I did make some out of some foam I had handy but they barely helped.

 

The Zulus aren't as bad as the helmet but are still annoying.

 

Any suggestions would be greatly appreciated as long as they don't include "put the doors back on" or "pull the plugs out"

 

 

Might be the solution for tubby pilots like myself!

 

 

Could you please elaborate on this?

In most light draggy aircraft (at least the few I have flown) to land without throttle you need to maintain your airspeed down through what my instructor called the grownd rush (at around 50ish feet you get the feeling the ground is rushing up at you) and not round out too high. It is an automatic reaction to start pulling up once the ground rush starts and if you do do that with no throttle you will run out of airspeed too high and not have enough authority left for the final flare which will mean a rough landing at best or a stall from high enough to hurt.

Using powered approaches can and does remove that vertical ground rush feeling by flattening out the approach angle.

 

In my comment I was just wondering how many Pilots were spoiling themselves with the use of throttle and weren't experiencing the ground rush until they had an engine failure, and then not used to the ground rush were they pulling up/ rounding out too high and the stalling it in?

 

I personally use throttle on a lot of my landings but I also try and practice my no throttle landings regularly.

 

 

(a) I notice the stirring stick(b) This is very different flying to what you do; a very high percentage of it it swivelling eyeballs, and instinctively knowing what action to take to avoid fast moving aircraft flown by the upper end of the Pilot pecking order, including instantly reacting to things like radio advice of a missed approach at 2 miles dme on the 125 radial at 300 knots, and know instantly where you are in relation to that flight path.

The currency required for this is probably about a flight very week or so if you want to be safe.

 

This would also be one of the areas where your PL Insurance needs to cover potentially multiple fatalities in case a Dash 8 connects with you and goes down.

 

It's definitely a different type of flying, even compared to an RA field with six in the circuit.

 

Following on from that, if the RAA discussions produce anything, the conditions are likely to push up prices compared to the RA situation now.

Thanks for the reply Turbs this thread has gone crazy fast!

 

RPT and Commercial aircraft may be letting down in this space at high speed; very hard to see something like a Jab or Drifter or for than matter any 4 seat GA aircraft below you.

My main reason for stirring was to point out what I saw as mild hypocrisy. You were saying that big rpt planes couldn't see little RAA planes in controlled airspace which while true is a bit silly after all those same RAA planes can and do mix it with rpt planes at non controlled airstrips without hitting each other too often so wouldn't controlled airspace with a controller be safer and easier for all concerned?!

 

Hitting a rpt at a non controlled airport doing my own thing is likely to cost my insurance more than if I was in a controlled area doing what I was told (assuming I was there legally of course!)

 

 

very hard to see something like a Jab or Drifter or for than matter any 4 seat GA aircraft below you.

So Turbs are you saying non commercial GA should be banned from controlled airspace? Doesn't seem very practical.

 

 

Why Tech? Do you know the ins and outs of this particular pilot?

 

I would say if RAA have said it was a routine training flight then they probably have a better idea of the circumstances than you and me.

 

 

I am sure RAAus Ops/Tech staff read these forums. They could have clarified the use of 95.10 aircraft for solo training. I doubt anything more will be said by RAAus re this accident until the Coroner has had his say.

Well their words were “routine training flight” so that should clear that up. (I think that was their wording anyway, memory isn’t foolproof though)

If it hadn’t been a legal flight I am sure we would have been warned appropriately.

 

 

That's right Nev. It would be interesting to see just how many stall spins were in tiger country compared to away from tiger country though. Just going off my memory I would think that more go into open paddocks than not which would raise the question why? If people aren't pulling back to extend a glide over trees ect why are they holding back and stalling in reasonable surroundings?

 

 

RIP. Condolences to family and friends.."Jet powered" I understood these gliders use a small 2 cyl 2 stroke engine that folds away behind cockpit?

There are actually quite a few these days that are jet powered. Beautiful looking machines. The little jet tucks away even neater than the piston/propeller versions.

 

 

While tiger country is worth a mention a fair proportion of the engine out stall spin accidents seem to be in reasonably open country.

 

 

I like the idea of a chute but if we are seeing people react slow enough to stall then how do we expect them to react quick enough to pull a chute in an EFATO scenario?

 

I wonder how often pilots across the board are practicing a no throttle approach and landing? I wonder if powered approaches are letting pilots land without that ground rush sensation that you need to hold the nose down through to land safely without throttle?

 

I am not saying that is so for all pilots but I would think it could possibly be a big factor. Should a no throttle landing be required at each BFR? Maybe that could be a small thing that might make a big difference?

 

 

I thought the foxbat was all metal?

 

 

Since when have foxbats had fabric control surfaces?

 

 

Actually on that note why did you correct it? I reckon that is a cracker of a joke and should have been left there to pay dividends into the future

 

 

Agreed. I've edited the Wikipedia entry to delete the reference to `Regulations' and cancelled my VH-RET reservation.Case closed. I just hope you guys are right!

Cheers

 

rgmwa

Now now own up RGMWA! I know it must have been you that put that up on Wikipedia in the first place just to see how many of us would jump at it

 

 

I just found out if you say the word “gullible” slowly it sounds like “oranges”

 

 

 

Well, you and I might think so, but here's the source: Boomerang - Wikipedia

Well not wanting to be a naysayer but it would appear to me that someone has set that up for a laugh.

I went looking on the FAA site (albeit half heartedly) to find out how to register a boomerang but the closest I got was registering unmanned aircraft which was only required if they weighed over 55pounds (no decimal point) so I would assume that you do not have to register your boomerang unless it weighs over 55 pounds in which case................ what I am getting at is that is a very heavy boomerang.

 

 

If you can taste something they give you aurally you have serious problems

 

While doing my last BFR I did get asked the standard questions while the instructor ticked his notepad. I don't remember doing any written test.

 

 

So are you saying LL training is a silly idea Turbs?

 

It is accessible to all if they want it, I have started mine with RAA I just have to get myself organised to finish it.

 

I would say that even the little I have done has shown me how inadequate I am. Certainly an eye opener that imo we all should go through. Has it made me a cowboy? Well truthfully I have probably always been the cowboy type and if anything it has made me less likely to do silly LL flying.

 

As for practicing engine outs to 500ft, that is nearly laughable. It would be like the roads and maritime driving inspector testing your parallel parking skills by driving past the spaces and telling them which one you were going to use then having it ticked off.

 

 

It would be interesting to test it.

 

I certainly feel hotter standing on tar than I do standing on grass, maybe a white fused plane would be better on the grass. Wouldn't a plane that is as close to the ground as we are heat up more from that heat rising off of the tar? After all it is sitting in the sun in both spots so is getting direct sunlight but I don't think the extra light bouncing off the grass would make as big of a difference as sitting on a hot plate.