Tex

Sent you a PM Jason

HAHA no air-frame required.

Looking or a Rotax 912 80 or 100hp. Priced on age and hours. In Qld

Kasper, do you have a "engine driven electrical system capable of continuously powering a Mode A and Mode C secondary surveillance transponder". If not, you can fly in Class E without one.

46 minutes ago, onetrack said:

Tex - Are you sure you have the nomenclature precisely correct? The information below seems to indicate the correct nomenclature is AN5H-26 or AN5H-26A, depending on whether you need a drilled shank or not.

 

AN5H-26 is a 5/16" x 24tpi bolt with 2-5/16" grip length, with a drilled head, and a drilled shank.  AN5H-26A is a 5/16" x 24tpi bolt with 2-5/16" grip length, with a drilled head, and an undrilled shank.

 

 

 

Yes that is correct, the first place I contacted told me it would be a AN5H-26A. None one listed had them in stock.

1 hour ago, Thruster88 said:

The requirement is hard to find. It is not in the Visual Flight Guide, a fail on casa.

 

http://www.legislation.gov.au/Details/F2005B00728/Explanatory Statement/Text

AHH yes the old "engine driven electrical system capable of continuously powering" requirement.  Except in a GAAP. HAHA!

22 hours ago, horsefeathers said:

Well, it seems no transponder ,no Class E flying.

Bloody ridiculous proposal.

 

I understand Michael Monk is putting a submission together, and would be grateful for feedback from RAA pilots as to how this proposal will affect them.

 

I stopped reading (but will continue too) at this post to make this reply.

Where exactly is it mandated "no transponder, no Class E flying"? I can fly in Class E now with out one. Where is the proposal to make it so? I cannot find it.

10 hours ago, skippydiesel said:

I have minimal experience in this area, however when I need to replace a metric bolt/nut/screw/washers, of a known standard (ie one already fitted to aircraft) I can find the identical fixing at my local specialist (not aviation) nuts & bolts retailer. The fixing suppled do not just look like the original , they are exactly the same, tensile strength, diameter, length (overall & thread) and thread pitch. The only change I have made is to use upgraded lock nuts in critical area (I am not a fan of the ubiquitous "Nylock" in these areas).

 

To me, (a simple sole with limited brain capacity) American sourced aircraft/parts are a nightmare of multiple measurement types  & systems - why anyone wants to hang on to imperial (US or UK) measuring systems is a level of lunacy that can not be explained by any logical process.

Happy to give them a try but no good without the details. Who are they?

22 hours ago, onetrack said:

Tex, have you tried P&M Aviation?

 

http://pmaviation.com.au/aircraft-hardware/

No I didn't try them - still waiting to see my order filled OS so may give them a call.

No luck in Australia, ordering OS seems the only option.

26 minutes ago, JG3 said:

I have 4 x  AN5-27H you can have.

Thanks very much JG3 but I need 6 so will try and get them all the same - for the prop.

Need some AN5-26H. Any suppliers in Australia?

All sorted thanks all!

Friend needs a 582 urgently - this week. Any leads?

I wouldn't be so sure about that OME

Also still a few primary gliders around or being built... They don't glide so well, be a great challenge.

Agreed erroneous. L/D is not just best glide. Best L/D also changes i.e with weight, as does your glide ratio depending on many factors and more than just published polar data (lets avoid McCready theory discussions).

Required glide ratio or a required glide slope: Same thing, if you have it = safer. Again what relevance is ILS terminology to VFR rec aircraft? None. When I fly a glider my instruments tell me when I am above the required final glide slope and even give the cross section required GR, actual GR (avg) If you have a glide approach you are above or on the (required) glide slope. Pretty simple.

ILS approaches have no relevance to recreational aviation so it would be unusual to refer to glideslope (glide path, approach path, glide approach, 'final') in that fashion.

If you are on, or have, glide slope to your designated landing point it is correct to say so... anywhere in the pattern, not just for ILS. Semantics Nev.

On 01/12/2020 at 12:16 PM, Yenn said:

Somebody said all landings should be on glide slope, would they care to define what they meant by glide slope?

Be able to make the airstrip without power.

Every landing should be on glide slope IMHO, but I do fly gliders 🙂 You should (MUST) know best glide speed of ANY aircraft you are flying and also min sink speed. I will be corrected on this but I think (particularly with more than one blade) a prop at idle (or free spinning) actually creates more drag that a stationary prop. Ergo: you will glide better with a prop that has stopped than one which is still turning.

Any aircraft can climb in lifting air without thrust, just depends what the min sink speed/sink rate is vs the lift available and how you could use it - including how much skill/knowledge/experience you have. If it was really dangerous to turn the engine off then no soaring in any type of aircraft would be allowed. You should all do your self a favour and go do some training in a glider. As an aviator it will be the best money (and probably least) you ever spent on relevant training.

3 hours ago, kgwilson said:

Commentary stated he hit a rock. If it was big and immovable the nosewheel is going to collapse no matter what aircraft it is.

Ahem... not a tail dragger 😉

Hi, Does anyone have a copy of a manual or POH for Fisher Mk1 (Drifter). I recall Wayne had one available on the Spectrum Aviation website years ago.

Cheers,

Tex

I am keen as well.

PS I have a suitable EarthX here, used no longer in use if you want it PM

As I said above....I have consistently used Lifepo batteries in aircraft for a number of years. They were of the brands Antigravity and EarthX. I have used all variants of LiPo/Lifepo4 etc in hobby use for RC aircraft for many years as well. I have had no issues with the brands I used in my aircraft but (given my experience with RC hobby batteries) would not recommend using the RC variants because you really need do need something to act as a shut off in low or high voltage or balancing cells type situations. The EarthX has a BMS inbuilt for that purpose. The best option IMHO.

Unless weight is an issue (my issue) I do not think they are worth the expense/risk. If you must use one then choose the EarthX brand - very expensive but built for purpose.

You also have Flightscope Aviaiton near Canungra.