Yuri Gagarin

Is there an RAA meet and greet? Can you ask about fee rises if you get a chance

Or conversely, the ruling will keep non radio traffic at least 20nm away from CTAF airfields, keeping that swarm of paras that pgpete posted well out of harm's way.On the other hand, 126.7 is already so congested (particularly here in SE Qld) that at times all there is, is a constant squeal on the radio as someone on the ground at Tyagarah keys up their mic at the same time someone at Gympie is announcing turning base etc. The person on the ground at Tyagarah can't hear the person at Gympie, but if I'm in the air over Kilcoy, my radio just about blows my headset off with the transmission collision. And it's not just an occasional occurrence on 126.7.

Have you tried backing off the Squelch a bit.

The tiny rudder and fin make my old sk jabiru look funny when next to a new J170.It would be possible to add about 70mm to the trailing edge of both the rudder and fin without adding too much weight.

Weight here does not only effect the c of g but it can also lower the rudder flutter speed.

 

But it would make the plane more directionally stable, i hope.

 

Anybody know what would be the result ?

http://eaerofab.com/MooseForSale/SummaryDoc.pdf

I'll type this slowly so that you can keep up.

Have you ever considered having flying lessons, it might all make sense once you know how to fly.

It's good to see 8000 RAA members happy enough not to worry

Hi Phil, did you vote?

Incompetence and mismanagement

Are you a current member of the Raaus ?

Hi Bill,

Just wondering, how much clearance is there between the prop and the boom tube?

Also, what ratio are you using for the oil?

Amberley ATIS

0753613581

Am going to make all those in here with low hrs, low experince (yet rocket scientists )& closed minds happy by unwatching this thread, shame as the subject was interesting initially.

He won't read what you write, he's ignoring everyone. Must be lonely up there on his pedestal.

Does that make me the president of his "elite club of closed minds", I think that I was the first on this jokers ignore list.

You guys are amusing at the very least, sadly you have zero SOH though, must be a sad world to live in where you are that angry!:oh yeah:Ignore list for you two!:-)

Instead of putting people on your ignore list, why don't you ask your self why people find you so offensive.

it's the humans I have trouble with:roflmao:

Was it something you said?

No airframe coming out of a factory as an airframe or a kit after 1990 can be registered unless it is an approved kit ... and there are NO approved kitsSimilarly - but much more slippery - no airframe built from plans can be registered under 95.10 unless there is an approved drawings and data package ... and there are NONE

 

RAAus have a very poor history in this century of actually understanding the requirements of 95.10 ... eg Airborne factory aircraft beeng 95.10 registered and if you google the RAAus register the last available online has MANY questionable 95.10 registrations.

 

Some got moved to 19- which is legit IF it could meet the homebuilt requirements or to 32- if its weightshift and they could meet those requirements for factory or kit (much boarder than 19- reg under 95.55)

 

Cheers

Thanks Kasper, so what can be registered under 95-10?

looks to be a Rans S-17 Stinger ... there was once one provisionally registered 10-7944 in 2011... and the crashed aircraft reg seems to have the same 4 last digits.One HOPES RAAus in their registration clean up they picked up that a Rans airframe was never entitled to 95.10 registration otherwise the police/coroners investigation might have some more questions for RAAus.

 

Glad he got out safe

Hi Kasper,

Why can't the Rans S17 be registered under 95-10?

Also, I found that when I had two of the cone style air filters on my inverted 582 the EGT's would "change", then when I fitted the single oval style air filter to stop the carbs from flooding at idle (the carbs shaking) I noticed that the EGT's settled down as well.

Yesterday I was test flying my Thruster after engine rebuild. Engine runs very sweetly with egt's in general within 10degs. However, climbing out at 6300rpm, all was well with both at around 610. Upon reducing power to 5800 one cylinder ran to 642degs while the other was around 620. Both carburetors are jetted identically so wondering why the difference? Any suggestions?

Out of sync carbs will do that. At full throttle the slides are well clear of the inlet, when set at cruise one might be set higher than the other.

Christ get a life! Where's yr SOH? What is it with thread police on here? I guess it's a control thingy!Best place for an angry man like you is the ignore list!

Oop's I forgot to add a smiley face to the end of my last post, apparently that makes it ok to insult someone.

ps.

Bloody hell my cuppa went cold half way thru that war& peace

You must be a ex Airbus pilot, all you seem to do is push buttons........ most of the time the wrong ones.

Strange, both the spinner, (and one blade) and the tail of the aircraft don't seam to be damaged.

A very sad accident, my condolences to the family

Hi, Darren

Hi Frank

how many turns on an inch of lock wire. I must know

What's a "inch"?

Didn't we go metric in the 60's

Very sad to see.

Just a question about the Zephyr. What is the "Turbulence penetration speed (Vb)"

I have looked at the website, but can't find any information on it.

Does anyone know that on this weekend if Amberley is active and we can fly through and at what levels , been caught out once and dont want to be chastised again.cheers gareth

Don't forget, Inglewood is on this weekend 6th, 7th, June.I will be in the Hi-lux and will have spare jerry cans if anyone needs a fuel run,

just ask for Batman.

 

Merc