crashley

I believe they are more interested in the altimeter as that is critical in keeping you out of the way of other planes I wonder how many planes are flying without accurate height indications

yes a genuine scam. it is about time the powers to be ( government ) started to do something about scammers

apparently Australians lost $93 million last year to internet scammers

the police seem to be more interested in booking people for going 3 km/s over the limit or setting up speed cameras at the bottom of hills etc not to mention 700 police used to raid bikie houses just to piss them off when they should be tracking down these scammers

hi will need a bit more info ie what does " lane b running slightly rough" actually mean and was loss of power gradual or sudden during flight taxi ground run etc

and what actual diagnostics were performed ie leakdown check plugs checked ignition checked but it could be anything from bad fuel to bad ignition module

Bert Flood in Melbourne is the Australian agent and would be a good place to start

yes you have 1 atmosphere inside your tube but you also have 1 atmosphere on the outside as well so you will have to take your plane into space for it to work !!!!!!!!!!!!

the plane and engine don't knowtheir flying over water although your mind will pick up on every little noise or change if you are confident that your plane could fly 30 miles over trees or 30 miles over wet boggy paddocks I don't see anydifference as long as you take safety in consideration ie wear good life jackets maintain scheds with air traffic control get good weather forecasts etc

two of my friends flew their 230 jabs down to Tassie for lunch and back they had a great trip

You asked about their being a difference between GA and RAA , as noted before, some jabs are GA, and as long as the maintenance and servicing is done correctly there is no difference

interesting post from vans site

I prefer to look at the tail-dragger/nose-dragger debate as a matter of evolution.

Many years ago pre-man was pretty hairy and was designed to be a "knuckle dragger" that we know today as the ape. Over time man evolved into the elegant and well-adapted being that we all know today. There's an analogy in aircraft history. The tail-dragger came first but over time a design evolved that was better suited to getting into and out of the air without ground-looping because of a misplaced center of gravity. :D As some have noted, insurance companies recognize the superior design when they give tricycle gear planes better rates.

Now some folks will argue that real "pilots" (not real men) fly tail-draggers implying they somehow posess superior flying skills. In reality, the skill needed with a tail-dragger has nothing to do with flying and everything to do with ground control (aka "driving"). I'd love to hear a LOGICAL argument that explains why the group of pilots with the supposedly superior skills (tail-dragger pilots) have to pay higher insurance than those inferior nose-wheel pilots. If there was actually any data to support the difference in skill levels argument that would be even better. :D

Its my opinion, supported by no more data than you'll find in this note, that tricycle gear pilots have demonstrated the ability to exercise the most crucial of flying skills - good judgement. They selected the safer aircraft to fly rather than the better looking airplane (yeah, even I gotta admit that tail-dragger planes are better looking).

Don RV-9AAAAAAAAAAA (fuselage)

No flames please....this was sent tongue in cheek....mostly.

yeah I agree who cares if you have a tail wheel nose wheel as long as it has wings

on another note

on the weekend here we had the pleasure of watching a sabre jet take off for its second flight since being restored

great sound smell and sight

if tail draggers are easier to fly why were all the tail dragger pilots sitting back on the weekend looking at the crosswind and saying it is too strong and gusty to fly when the nose wheel planes took off for their normal flights

I think I may be missing something is a tail wheel easier or harder to handle in a gusty wind than a nose wheel

and yes I believe on very rough airstrips a tail dragger is the go but how many people use rough airstrips

one day everyone will wise up and realise that tail draggers are like hand start engines and navigating without gps etc old fashioned and difficult and more risk of damage for no reason also check the insurance rate for a tail wheel version compared with a nose wheel version the tail wheel is a lot dearer for a reason

one possible problem with converted motor car or motor bike engines is that they are not designed to run at high power settings for long periods of time

Home > Cockburn Area > Jandakot > Miscellaneous Goods > Ad ID 347935300

2012-02-29 UsedCondition

Long EZ experimental airplane

$30,000.00

just saw this ad on gumtree

doesn't the return line have to return to the tank if it goes to the gasculator which is after the fuel pump it wont allow excess fuel to flow back to the tank as it will be under the same pressure as the fuel supply

plenty of rv 12s flying in Australia some are being trailered the others are hangared about 3 minutes to get the wings on or off

not sure of the tool you mention but it has got an insert type of thing that is meant to keep both blades at the same angle but it allows too much difference I use a digital protractor and a laser light to get both blades the same pm me if you want further info I am more than happy to help

hi we have a sensenich ground adjustable on a rotax powered rv 12 and it is good just takes a bit of time to get set to where you want ie climb or cruise

same reason as truck licence max hours allowed to be flown etc I would be surprised if casa allowed you to have to log books

need to ring them and get a proper answer

not sure if it is legal to have to current log books in use

how long did the engine idle for before you pulled the plugs a rotax will run very rich on two cylinders while at low power I was told by a rotax agent that the only way to check the plugs was to shut the mags off after flying at full cruise power for 30 minutes and then check the plugs

I believe that at the moment you cant remove anything to bring it in under weight ie you cant remove batteries seats lining etc essentialy it must be as built but this is only what I have heard I havent seen it in writing

Hi went to the rock yesterday no problems just followed procedures in the ersa at kings canyon at the moment heading for cadney station tomorrow will post all details and photos when we get home

On the tray to Ayers Rock at the moment. Left Latrobe Valley last week. Went via renmark rawnsley Leigh creek William creek and at coober pedy at the moment onto curtin springs and the rock in the morning

Max take off weight for raa is either 544 kg or600kg. This weight of airplane plus fuel carried plus pilot and passengers and all luggage. So if you we're ready to take off and you weighed the whole lot you must be under 540 or600 kg. a 160 c weighs 300kg empty so you have 244 kg for fuel pilot passenger and luggage

first off is the plane registered 24 or 19 and any difference in weight is going to make a difference to the w&b And this change must be noted in the maintenance manual and raa must also be notified of this change If you know the exact weight of the new and old props you can calculate the new w&b but if you dont know the exact weights it is back to scratch and out with the scales and calculator

hi what are you currently learning to fly in also fly out of latrobe valley