frank marriott

Oscar & Biggles Thanks for the input. I discussed the principle with a friend tonight who works in this area [nothing to do with aeroplanes] and he explained what I was missing - although I wouldn't try to explain the actual process he satisified me to what was actually happening - simply put I didn't understand the difference between hydrolic and gas pressures. It is refressing to see that the topic was not taken over by keyboard experts [as happens too often] and I can now understand what Avocet is saying. Whether or not it is a good idea aside, at least I now know what and why it does what it does. Again thanks for the informative input.

Bob I can understand what you are saying there but if the restiction at the output end is the same wouldn't the velocity be the same, at least once the capacity of the bigger hose is filled? So what you are saying is that it is achieving a similar action/result to the container with steel wool inside which catches the oil in the gas and drains it back. I don't profess to have any expertise in this area but am having trouble getting my head around the principle when the input and output size remains the same.

I don't understand the logic of this move? To me a hose with the same restriction at each end should provide the same pressure/flow? A long hose gives fluid restriction based on size, but we are talking about low pressure gas over 1 mtr. As you say you have proved it works, but I cannot see how.

Talk to the average GA LAME (the worker not owner) and ask about hourly rate. I don't know about airline maintenance workers. Plus the CASA interference/rule changes etc.

Geoff Makes one wonder how the previous owner could claim it as airworthy with reference to tech manual 4.2.4 - 6 (Instrumentation)

My opinion, if you want a sensible conservation with CASA I wouldn't include Ungermann in that conversation. My opinion your choise.

Does anyone listen to their engine on start up? If you can't hear that the starter is still engaged then I wonder what you are actually listening to. Lights, multiple solenoides, cut out switches etc all will work but same as your car or any other motor - you are still on the ground, not a safety issue, just an overkill.

Crap

That will be interesting.

I have a hangar in the bush and had problems with hornets/wasps and something that ate scat hoses (rats?). Use 3 bungs in the front and now no problem by hanging 2 camfor sticks on the engine mount rails and a rat bait sitting on the airfilter box (got a quarter eaten initally but nothing since in the last 3 or so years) Only disadvantage is you have to remove top cowl before each flight to remove them - but thats not such a bad idea for an aircrft that sits unattended for a few days at a time in the bush anyhow.

Sect 271 (TORUM- Road Rules) regs 2009 (5A) The rider of a motorbike must not ride with a passenger (except a passenger in a sidecar) unless the passenger is at least 8 years old. Maximum penalty—20 penalty units Nev, A sidecar is exempt (at least in Qld) & 5 states are supposed to be the same under the national road rules programme.

And leave LSAs alone too. Optional by all means but keep your "legal requirement" ; leave people responsible for their own risk assessment - RAA is not RPT or CHTR.

Yep, 5 minute job.

Nev I appreciate the advantages of lower stalling speeds but the point I was asking re Marks post was why pose a "statuary limit" of 45. I have no problem with it as such but an increase in weight as proposed will effect stall speed without other mods for those aircraft already on the limit.

What is the advantage of wanting to limit the stall speed?

I don't think the mag has much to do with attracting members to RAA. The main reason for the significant increase in membership IMO was the change in available aircraft. The LSA types i.e. 100kt cruise enclosed cockpit, attracts another group of people that would not be interested in the traditional AUF types. One often hears from people with no interest in ultralights "but this looks like a proper aeroplane". Whilst the 60/80kt range, rag & tube etc will always have a place and their followers and they suit people for their particular like in flying, the increase I believe is in the increased "variety" available to interest a larger section of the community with their varied interests. The major concern to my way of thinking is whether CASA is going to kill this off. Apart from half a dozen here, I have not heard of anyone else agreeing with the current CASA action for example. If this is not a warning for All types, with the same individuals in place at CASA, I don't know what is. I guess we will know (as in Yes Minister) in the fullness of time.

Solenoid Jump across the solenoid posts with a car jumper lead. If it turns over normally then it will be either the solenoid itself or the 12v from the starter button to the solenoide. (Or the earth for the actuator coil on the solenoid)

Unless it has been changed, Flight Radar 24 only displays ADSB transmissions (contains rego 7979, not available in with mode C)

Don't make the mistake that no one else has had experience in law - but its not a pissing contest so I'll leave it at that, other then the observation that you display a very pessimistic view of the system, which is fine, but preaching your opinion as fact is a bit over the top, to me anyway. Relevance of that article is zero.

Alan Stick with trucks, unqualified legal advice is worth exactly what you paid for it - nil.

There is also advice NOT to use shandy mixes. The RON rating for avgas and mogas are calculated differently (I wouldn't try to explain that - get an expert) and by mixing two it's possible to end up with RON rating below 95. Ask an expert or in my case, accept what the experts say and just use Avgas

The advantages of having a transponder are worth the extra expense (if you are doing realistic Xcountry flights - otherwise might not be worth it) Apart from the CTA aspects, which if you are accessing you will already know, there is real seperation assistance e.g. 1. If you are using an airport with the larger RPT aircraft, TCAS + radio makes seperation easy (and less stressful - many operators don't want to get close to an RAA call sign - unless I know them nor do I for that matter) 2. Even flying OCTA enroute, although not mandated for VFR, you will be given as unidentified 1200 traffic to conflicting IFR traffic - which you will hear, provided of course you are monitoring the appropriate freq. In the north at least, where traffic density is low, CEN will advise the VFR traffic directly also of conflicting IRF traffic normally. If flying your bug smasher above 5000' especially, a transponder although not mandatory is certainly advisable.

Like when he topped unhelpful tags [18] in a short time and spat the dummy and was leaving. Once the tags were revoved he is back with the "SOS", not that I get them anyway.

And call it the Hood hypotheticals

Obviously a case of get rid of the stupid card or start charging those who don't comply - can't justerify penalising those who comply and ignor offenders.