Thruster88

2 hours ago, skippydiesel said:

Really????

 

I suspect luck and or statistically small/insignificant (at the moment) incidents, that have been "brushed under the carpet".

 

Times have changed - the club atmosphere has all but evaporated - it's now a business. In a club, there is some chance of a straying individual being guided back onto the proper path - almost none in today's RAA - that is until after the fact/transgression has come to light (death?) 

 

In the RAA beginnings, the aircraft were minute underpowered kites, that barely left the ground. The enthusiasts knew or at least knew of, each other - we are now contemplating 720 kg relative monsters by comparison, that will regularly climb to 9500 ft and cruise at 140 knots, coupled with sufficiently large & dispersed membership, where all sorts of shenanigans may be contemplated & got away with -  until tragedy.

 

Ask yourself - what aging person readily admits to the ravages of time on their physical/mental capacity?

 

You are ignoring the weight of historical evidence, on the failures of self administration,  resulting from all too fallible humans running the system.

Are you suggesting pilots of higher performance aircraft like your sonex should have a casa class 2 medical? 

1 hour ago, skippydiesel said:

Good thinking Thruster88 & T510. 

 

I will come up with a method that hopefully results in only one side being depressed jst enough to clear the contact with a bit to spare for future changes to engine mounts.

 

Thank you all, for your constructive and very helpful suggestions - I now have a cost effective way forward,

Be aware that denting the pipe may cause a slight bend, good in that it will give more clearance, just be careful if this will this will impact the alignment into the cylinder head or muffler.  

I would go with the dent. Try squeezing your garden hose down to half diameter with your thumb, minimal flow reduction. I would form the dent in a press using 50-60mm bar stock on the same angle as the engine mount tube.

Self declared has been working just fine with RAAus for 41 years now.

From the February casa brief 

Director of Aviation Safety, Pip Spence

We're launching into 2024 with the much-anticipated introduction of the Class 5 medical self-declaration scheme.

It allows many private and recreational pilots to self-assess and self-declare without the need to see a doctor.

It's a significant initiative we've been progressing as part of our General Aviation Workplan aimed at reducing unnecessary cost burdens and simplifying regulatory processes.

While the Class 5 won't meet everyone's needs, it was informed by strong feedback to introduce a scheme that didn't involve a doctor, is based on comprehensive risk analysis and a careful examination of what other safety authorities do overseas.

The fact that Australia is the first jurisdiction where pilots will not have to see a doctor or medical practitioner made it difficult to find comparative data on the likelihood of impairment or a related accident.

That's why we've taken an initially conservative approach and put in place operational limitations on what you can do when flying with a Class 5.

We've noted your feedback on the need to keep looking at the operational limitations and we'll continue to gather safety and risk data to inform future decisions on whether we can remove or relax the restrictions.

Some time in February 40 years ago I did my solo in brand new out of the box Wheeler Skycraft Scout mk3. Fearless, cautious,  somewhat knowledgeable about how aircraft fly at age 21, it all went well. The three axis 18hp scout was a very good performer with a light pilot. Sold it after a year and moved on to a Thruster. 

I think turning down wind in ag ops has some things to think about. The aircraft is making a climbing turn from the surface and can be seeing an increasing tail wind due wind gradient. Also remember they are turning back to the next pass in a racetrack pattern so more bank and yank may be required compared to turning up wind. 

I agree the down wind turn is a myth if you are not concerned with the actual location of the aircraft at the completion of the turn.

1 hour ago, FlyBoy1960 said:

I havent seen too many bird's stalling lately !    Just taking the pi$$ and being stupid

Good point, they probably fly correct airspeed or angle of attack, which ever is their preferred method.

28 minutes ago, BrendAn said:

another thing but same topic. are they going to raise the stall speed min to allow a lot of the heavier craft to even qualify for raaus.

There is no stall speed limit for group G. This would allow my RV6a, 53kts stall to be eligible. Mine is definitely staying VH reg. If I can't pass a class 2 medical or the new class 5 then it will be sold. I feel it would be worth more with VH reg.

At the commencement of the base turn the adsb data is showing 79 knots ground speed and 1500 baro altitude. Shortly after plus 50 knots and 800 feet lost.

Very unlikely the seat slid back. All Cessnas have a secondary seat stop fitted now. Checking this and the seat rails is done at each annual. ADSB data shows the aircraft pitching down not up.

It sounds very complicated and a lot of work. Have been flying a potential group G RV for the last 3 years, not sure what I am missing.  

My Thruster t500 ultralight originally had a 64 inch two blade on the 65hp rotax 582. (2500 prop rpm at full power).

A four blade ground adjustable 64 inch should work well with 130hp and would give you another 3.5 inch clearance. 

I would talk to Viking, they would have come across this problem before.

These are Sydney airports corporation contractors.

Viking engine?

Good news, 65% is still a lot of kits.

Van's Resumes Shipping Kits, 65 Percent Of Customers Renew Orders - AVweb

WWW.AVWEB.COM

---

Van’s Aircraft says 65% of customers have agreed to pay more for their kits and more than 100 of those kits have now been shipped. The company, which went into bankruptcy a month ago, says it’s ramping...

Some good news. 65% is a good number, still a big number.

Van's Resumes Shipping Kits, 65 Percent Of Customers Renew Orders - AVweb

WWW.AVWEB.COM

---

Van’s Aircraft says 65% of customers have agreed to pay more for their kits and more than 100 of those kits have now been shipped. The company, which went into bankruptcy a month ago, says it’s...

No but you can't frighten a Triton. 

The length of the orifice is also important. 

 The differential pressure tester is designed to check the compression of aircraft engines by measuring the leakage through the cylinders caused by worn or damaged components. (1) For an engine cylinder having less than a 5.00-inch bore; 0.040-inch orifice diameter; . 250 inch long; and a 60-degree approach angle.

1 hour ago, Bosi72 said:

Congrats!

I've heard rebate is applicable to transponder only, not av30 ?

Can you please confirm.

Also how many working hours ($) for installation? Ballpark figure is fine 🙂

Thanks!

 

Installation and 100.5 checks cost $2200, total cost just over 10k so got 1/2 back.

My application number was 728 so a nice increase in equipped aircraft.  

Just received my rebate for uAvionix tailbeaconX transponder and AV30C control head/EFIS. Removed the Vac system completely and saved 4.5kg. Stil use SkyEcho2 for traffic in on the tablet. It can see the tailbeaconX so a constant verification that adsb out and in is working. The AV30 is a beautiful little EFIS for those that like a traditional 6 pack, gives redundancy of airspeed and alt.

Still a few months left to get a rebate.

On 16/01/2024 at 8:15 AM, RocketShip said:

I have found the trim on the Tecnam came sometimes get mistaken for the push to talk button. If you have flown another aircraft with the PTT button in the same place as the Trim button on the Tecnam

you can mistakenly press the Trim button thinking you are pressing the PTT button when making a radio call. Especially when new to this type of Trim control, or haven't flown for awhile.When it happens it takes you by suprise and there is the delay for your brain to work it out. By then you have a very nose down attitude and you are fighting with the control column to keep the nose up. Someone with less experience could get into trouble.

It is something you will only do once. It gives you a bit of a fright. Have never been a fan of Trim buttons on top of the control column.

 

I don't see runway elevator trim driving a tecnam or any LSA into the ground. Much bigger aircraft yes it has happened.  We have a P92 super eglet in the shop atm. It has electric elevator trim between the seats, nice logical rocker switch. Takes 12 seconds for full travel. 

My Musketeer also has a stabilator with trim/anti servo tab. For my own education I have wound on full trim (manual) to see what the resulting control force is like. Yes mildly scary, about 25-30 kg of force required to maintain level flight. The trim tab on the Musketeer is about 4 times larger and both aircraft fly at about the same speed.

These mechanical pressure gauge plugs have a small protrusion in the plug which should be sliced off leaving a small hole when the gauge is put in service. They are plugged so as not to leak damping fluid while in transit.  

2 minutes ago, Jabiru7252 said:

Heh? What makes you say that?

Disruption of the wing and fuselage buckling behind cockpit.

Sadly it looks like another stall spin.