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Maj Millard

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Maj Millard last won the day on May 19 2015

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About Maj Millard

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    Well-known member
  • Birthday October 4

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  • Location
    Townsville NQld (Montpelier Airpark)
  • Country
    Australia
  1. Ron, I fly a later GR 912. The Lightwing uses a standard Clark Y airfoil on the wing.....it is what many other aircraft types use, and it is know for its stability in pitch and fairly wide CG range. The Lighwings were designed as trainers after all. I have flown a few other Lightwings including 032 the first factory production one, and the GA model with the smaller wing. I've never flown any where there is a hint of pitch sensitivity in respect to CG range. If you can dig up the Clark Y airfoil data you will see where the GC should be, and probably even the degree of range that the airfoil will tolerate. Unless someone has made any major alteration or unorthodox shifting of either engine or battery position, I doubt you would have any trouble flying and controlling the aircraft. Additionally the elevators are of a sufficient size to generally overcome any pitch stability requirements.
  2. Where do you get extreme aerobatics from that........an aggressive handling display maybe...
  3. So on Page 3..sect 3 sect 1 and 2..it clearly indicates engine should not only be warm, but at full operating temps plus a film of fresh lubricating oil should be present on the bores. Pretty much what I was taught under the FAA system of training, and also aligns with AC43.13 recommendations. A lot of mechanics will drop the oil the first thing the aircraft comes in the hangar, after the required engine run. I don't,.....I jump straight onto the compression checks while everything is hot and I drop the oil after that is done. Keeping the hot oil in the engine helps keep the engine warm also for longer. This is handy particularly if you have a 'soft' cylinder and need to retest, as is sometimes the case on certain engines. Compression testing of 912s ( although a requirement) needs to be done as part of normal servicing however, in my opinion is usually a waste of time as I've yet to find a cylinder below normal specs ...unless of course that engine is very high time.
  4. Standard minimum safety precautions are to turn off fuel, mixture to idle cutoff, throttle to idle.mags off
  5. The suggested orifice in the leak down tested by the engine manufacturer is important if you want readings to be useful and accurate. Buying the tester that has the on/ off tap on the air supply to the cylinder is useful and makes the whole proceedure quicker and safer. Spend the extra money. Leakdowns are best done with two persons involved...one operating the tester...one holding the prop. In the states (GA) minimum cylinder pressure allowed is 50/80 PSI....here in Oz the powers decided our air is different to the rest of the world, and set the lower acceptable limit to 60/80 PSI.....strangely they are exactly the same engines worldwide so once again us thinking we know more than the engine manufacturers. Doing leakdown checks on a cold engine is pointless....most engine manufacturers recommend these checks be performed with the engine at normal operating temps. This is to ensure the thermal expansions of up to around eight different metals within the engine. ( Pistons, rings, cyl heads, cylinders, valves, valve seats, valve guides, case) to ensure correct and proper sealing of all these items. You also want that film of oil on the cylinder walls to properly seal the rings. You are after all checking that all these components are leak free and holding required compression in a normal operating scenero.
  6. Endorsements generally don't cost anything unless you need to do the hours for a cross- country for instance. If you have been previously licensed it will still be on file...you would have to do a BFR or whatever else an instructor required I suppose to become current just like the rest of us.
  7. Should be no more than any other rego renewal Steve.,.......
  8. Yes SDQDI ...and many agree with you...like I say things are ongoing....
  9. That right Yenn...but you pull that nose and any excess speed disappears real quick.
  10. The board has considered and discussed more than one 'Rural endorsement' proposal presented to it by the operations manager. We have redirect Ops to go back to the drawing board more than once now and that is still the case currently. A considerable amount of discussion was engaged in (with ops present) at the recent Bundaberg meeting and these can be referred to in the minutes available on the website. We operate LL twice every time we fly.......and in my opinion a low level endorsement with suitable safety training would increase the ability of any pilot so choosing to do it. I would support it as raising a pilots overall skill and awareness level. Board discussions on both a Proposed Rural endorsement and a Low Level endorsement is ongoing and the two are separate in nature. The current Ops manual does provide provision for a member to receive a LL endorsement from an appropriately certified instructor.
  11. Zhoser, The method you describe with the nose very high and stick back is certainly one method to use, and take full advantage of the Savs excellent STOL landing capabilities. I would agree fully with only the use of one notch of flap at landing, because only one is needed to achieve results, and it still allows a good margin of safety if encountering gusts or the need to power -up and go around. The nose- high stick back landing method in my experience is only used close to the ground in the final flare just before touchdown, and is a safe and highly successfully method in the right hands. Although some forward viz is lost, the aircraft continues to exhibit full control-feel feedback in both pitch and roll, and suitable reference to the ground is easily maintained with reference out the side doors. As previous, the very high nose technique is only recommended in the very last stage of the landing at the final flare with the aircraft not more that 5 feet above the ground. A normal STOL landing approach would see the aircraft slowed and fully stabilised with one stage of flap in the late stage of final approach over the fence. Power would be adjusted and maintained as required to establish and maintain the airspeed and a suitable approach angle. As with any low airspeed manoeuvre it is suggested that practise be carried out as required at altitude until the pilot is confident in his own abilities, and in tune with the capabilities of the aircraft. Safety is paramount .
  12. Makes good sense to be N registered for a round the world trip. It is the most recognised rego worldwide in fact several other countries use the same system. You'll also see many N registered flying in Australia ( mostly business jets )....this is partly because their company parent company is US based, but also also allows them to maintain the aircraft under the U.S. FAA maintenance guidelines which are far simpler and cheaper than ours.
  13. The plan is to continue on tomorrow to the Rylstone Airpark near Mudgee for another welcoming BBQ hosted by owner Rob Lonergran who is also the Aussie Searay dealer. This is a good all round aviation effort and story and a very successful effort all round.
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