SSCBD

Hi Nev, you said, "A high powered twin requires quick and correct handling or you die". That's a little bit misleading, in the sense of we have low powered twins, and they are pretty easy to control as long as you are above vmca. In fact a couple of them just need to hold rudder in and they fly ok without stressing or actual feathering or really doing anything. example Partenavia, Piper Dutches, etc. Since we are talking about sport aviation class aircraft, I don't see to many problems with an engine failure in Sport again subject to enough rudder authority and maintain vmca once that airspeed is found out in flight. Off course engine failure on take off at end of runway and 50 ft where your are committed and is the most serious and is not fun in anything, unless you then have four engines. I would expect however, some serious thought to anyone building a twin raa sport to do a couple of hours of asymmetric flying in GA twin to understand the reality of this flight state, which can get out of control quickly unless you do know what you are really doing in all phases of flight.

You sure Frank, or is this the one with bamboo struts that you flew, when you were younger, before "Pontius was a pilot". You are "older" and wiser than I, obi wan. The tyres are off your bike? Right.

MAKE AUSSIE SPORT FLYING GREAT AGAIN

The top end today at 50k as an ultralight class and built - ElectraFlyer-ULS the 2hour full flight time but also glider - and its ultralight class, that we really don't have here any more in AUS, but in USA which means no license - no medical - no rego. Beat that. Have a look at the ziglog 14K USD. again in USA no license - no medical - no rego -(what we have lost here in AUS.)

I also refer to the post Reminiscing! Ultralight Photos And Stories From The Early Days. So how do we feel about an aircraft that costs $14,000 US, but has some major advantages and cost savings. My opinion and assumptions Flying training for RAA members is going through the roof, to hire for myself an aircraft from a flying school is give or take around $180 an hour ish, don’t get picky. As the Aussie dollar is going down I don’t see it going back up to the old par with America, bits again will get more expensive to import. Most people who don’t own their own aircraft hire an RAA sport plane usually do so and fly for now hour and a half on average at a time. Correct? As far as I can see flying training is never going to get cheaper and this is a major barrier for a lot of potential RAA students. Looking at the posts and reminiscing ultralight photos and stories from the early days and all pictures our heritage, is disappearing in Australia faster than the way the government can think of a new tax to put on us. So the point is, we are now a mini GA outcast, conflicting rules, a board that has commercial interests in the sport, more rules being introduced, more requirements to conform with to exercise our right to fly. I’m not talking about people operating via primary or secondary airports which is becoming more common, I’m talking about a majority of people actually flying out of strips, clubs, ALA’s etc, and some lucky few that they have their own strip on their own property. To be fair and with full disclosure, I have a GA license, I also was flying ultralights at the age of 20. I have grown up in both worlds. And here is an interesting fact over the weekend while talking to a few US mates of mine. The got a beast over there now amongst others, that has a 27 foot Rag Wing, is single seat, and is powered by a 40 hp electric engine. It costs $14,000 usd I am told. But here is the interesting thing, and has an average battery endurance of about an hour and a half. However with the 27 foot wing which is huge from what we used to fly, it’s all is, or as they explained to me you climb up to 3 or 4000 feet can shut the engine down because it’s electric, and glide or catch or you can ride any thermal very well. It’s not like a high-performance glider, but you can pick up between 300 and thousand feet just was some weak thermals, in full glide mode with engine off it comes down at less than 200 feet a minute. To me that’s very impressive from flying the old rag Wings with some of the early ones you through a brick out just followed it down. They said they can fly locally around on a good day and get to 2 ½ hours by just getting some thermals and then turning the power back on when low. Realistically if you not going from point A to point B this is an ideal machine for those who just want to fly locally or within 100K say. The costs, thinking about it and believe me I have NOT read the Ops manual, but one has no fuel to put in the damn thing, there is zero engine maintenance I’m told because it’s electric motor, the batteries last 3000 recharges, and by the way the guys said they always have a spare battery pack and it takes them 10 minutes to change batteries and get airborne again. So you really have 3 hours min flying time. Myself and a few of my friends when we were flying rag wings many years ago, used to go up to 5000 feet turn off the engine and glide back down it was fun. This beast seems like its just a local fun flying machine like we had at the start or before the Thruster, Drifter times. It’s a single seat so were not worried about anyone killing a pax. However, he is my question. The way they fly them is to climb up and turn the engine off in America, yes I know it’s an electric motor so restart is not a problem, however does the Ops manual cover this in Australia. I don’t really care, but I’m sure someone will. The next thing is, zero maintenance on the engine, can’t wait to see what someone in RAA comes up with on that. Its is basically as simple rag and tube frame like a single seat drifter so maintenance will be low to non-existent. So I see this as an answer for people to fly very cheaply and have some fun. No fuel costs, no real maintenance costs, cheap to buy new, engine wise I would assume more reliable than any two-stroke or four stroke and it is purely just a fun machine for local flying. Yes you can stick it in the back of modified trailer, drive to where you want to go if you want to visit people and go flying there like we did in the old days. Drive out of the city, find a paddock or friendly farmer and go flying. And yes by the way gets off on in a small paddock with those big wings in about 50 or 60 feet. I know there’s a couple of two seat electric airplanes coming out now which be great for the training. This is where I think RAA one size fits all just does not work, and is a burden to those who do not want all the bells and whistles. That my point is this aircraft is only for local flying outside of controlled airspace so would the students wanting to get into aviation be able to fly with simple modified theory and exams. AND do it cheaply? This is almost bringing is back to the beginning of the old AUF training syllabus where you keep it simple stupid, teach everyone what is going to kill you and really enjoy flying. Thank this’ll be an interesting concept coming up in the next 12 months, so which way to we go with it. More rules or not? Did this with Dragon 13 speech to text so forgive typos.

I'll be dammed, Wayne L, well done, You picture has caught me in the aircraft behind the amphibian. The good old days, when you flew above a tree you got a nose bleed and had to climb over the wire fence to the strip, or drag the wheels through the grass and around the trees. This flying was the most fun ever. Plus the beer, wine, scotch, rum and camp fires at night with the great guys. Thanks Wayne L

Hi Matthew, Great flying. For you information low level circuits back in the day meant, some grass on the wing tip and climbing over the wire fence to make the strip. Love the 747 approaches you are doing, could have lunch and a nap. Not having a shot - smile.

I am sure this was Franks First Attempt at building at machine!

I remember that yellow beast of yours, and flying around with you. As you know Frank and have said before, you are a God of the Air and true veteran, with a purple heart. You have also promoted the sport in FNQ all your life and still am. Hats off.

That's what I did, to rack hours with parachutists when a PPL before going com. Free booze and food though. Those were the bad days. Plus the jumpers (hard core group) having a smoke of the funny stuff on the way up.

Is that Pauline?

Two rules to keep in mind with RAA engines. 1. if its a two stroke always keep a landing paddock in sight - its not a matter of where but when. 2. If it a four stroke both Rotax and Jab - its IN GOD WE TRUST and cross fingers.

You may hire out YOUR private RAA (factory built) aircraft to any other RAA pilot provided that the maintained is maintained by a level two. Got that from RAA direct. I believe the wording has been disguised or to make you believe you cant hire out your aircraft but is in 3.3 in the ops manual

Well BEING all political correct, as I am now, all we need are some stop and go traffic management guys. Right! Somewhere along the Bruce Hwy Qld, also was a good spot to land and got some fuel at a petrol station and some food etc., from memory - many, many years ago, Your Honour.

Hi and welcome.

Please note it was also running empty of pax - makes big difference.

In airplanes built for cross-country speed, this cooling drag is minimized by keeping the rear cowling opening just big enough for adequate airflow in cruise. At lower airspeeds, like takeoff and climb, the pressure differential created by the opening alone may not be enough for sufficient cooling. For cooling during these high-power/low-airspeed phases of flight, cowl flaps (controllable openings that provide a greater airflow deflection and therefore greater pressure differential)

Why are we not we running manual cowl flap for engine airflow cooling?? Its simple old tech or is it another thing for pilots to push and stuff up?

To be honest I did a twin endorsement between ppl and cpl. It was more valuable when I first stared, as the company I got a job at had singles and twins and needed both. Have no idea of costs now for a twin. But gives you the retract and CSU plus twin at same time. Where up north are you going? I know it costs but gives more flexibility.

You pick that up with peripheral vision, these are toys we fly and a gust will move you around - up or thud down. Try flying over a long strip at one meterwheel height a few times to get the correct perspective. Don't know how many hours you have but seems practice makes perfect and we all get caught out sometimes in rough landing weather.

Eyes outside. This is not a good idea.

Very sad. He was empty I am told, and the Mallard has plenty of power in that config, Could have been a false sense of security being empty and aircraft feeling light. Have flown them many times loaded with pax and empty. Its like us flying RAA two seats for example one up instead of two. I can only say not enough power for some reason, or loss of power and too slow. How or why he got into this no one will really know. Could have been mechanical failure, structural, or control, as they are getting pretty old these days with lots of salt water corrosion problems. Nightmare for LAME's to keep up. But we are all guessing at this point of time.

Correct, although CTR is up to you or where you fly really.

C of G Bush Pilot Method - This is true story. I watched a bush pilot method of balance on a Cessna when he loaded it. If you go to the front of the fin and press down to lift the nose wheel off the ground with say (guess 15kilos) of pressure, he was happy that it was within C of G tolerance. To ALL reading this, I am not recommending this practice, just in case someone goes off at this post as irresponsible.