Ultralights

mine had the same problem, at about 750 hours also. what i found was that the internal baffles broke away from the outer muffler skin, resulting in cracksin the skin where the baffles were, i had the baffles welded back in, and metal strips welded over the areas where the baffles are welded to the muffler. havnt had a problem since

5.5 hours, Savannah VG, Broken Hill to Narromine. into 10 Kt headwind.

i call on CASA to reduce the regulatory burden, so GA pilots can actually understand how to be safe!

after 1000 hrs, had this, no movement, and no loose rivets, though plenty of staining where the anti corrosion solution has been seeping through every join. (the black stuff)

I did have significant wear issues with the brass bushings, some worn completely through. and allowing quite a bit of movement of the hinge bolt. both laterally and vertically. so much so that i modified the elevator tip cap fairings to be easily removable for future inspections.

The controller saying straighten up what does that mean? going sideways? skidding? then a spin anybody know what causes that?

No controller will ever tell a pilot to "skid" the aircraft, tightening up the turn sounds like a similar instruction as given at Bankstown, more bank angle, which is not a problem, unless your slow, and UNBALANCED....

low time pilot, tightening up a turn....in an aircraft not known for its docile handling

just wondering, how many people do a mag check at top of descent?

except when below 2000, when you must navigate visually, and when using radio nav aids, the position fixing times extend to 2 hours...

i have never seen the black stuff people are talking about, but is it possible its intended as a barrier to water and air? its not meant to bond parts together, but fill the gaps in joins to prevent moisture getting in and stopping corrosion? similar to CA1000 that most major manufacturers use? "

CA 1000 Non-Chromate Corrosion Inhibitive Jointing Compound

CA 1000 is a non-curing, non-chromate corrosion inhibitive compound. It has a service temperature range from -65°F (-54°C) to 240°F (116°C), with intermittent excursions up to 275°F (135°C). This material acts as an effective barrier against the common cause of corrosion on aluminum alloys on between dissimilar metals. The compound remains permanently mastic after prolonged exposure to air-crafts fuels, both jet fuel and aviation gas.

- See more at: CA 1000 NON-CHROMATE CORROSION INHIBITIVE JOINTING COMPOUND - PPG Industries - Aerospace"

so, ADF, NDB and VOR getting turned off, and GPS is not permitted as a primary source of navigation... (for VFR) so, back to dead reckoning, maps and stopwatches. Welcome to the future bought to you by CASA, and Airservices.

i have only ever had 1 real life engine failure.. on mid final, in a jabiru. either way, engine off or not, get in the habit of not needing power for the final part of the approach

i have had 2 CFI's turn the engine off on me, both times, at about 4000 ft above an airfield surrounded by open fields. and had the engine stop on my during spin training, the training must have worked, as i have no worries whatsoever now if the engine stops in flight.

what happens when you go further with your flying, and do something like spin training and the engine stops then? (which it will do with a carby engine and a fully developed spin),

and yes, this scenario has happened in the past. student went on to do solo spins, engine stopped, (even though the student had done spins where the engine stopped with an instructor). during his spin practice, the engine stopped, the student then went on to call mayday and made a great forced landing into a small private field. it was the second time an engine had stopped on him in flight, and the first time solo, he said he panicked and forgot how to do a mid air restart.

You make a situation less safe. That is wrong.Never do something that makes you less safe. Don't take unnecessary risks.

I very much doubt that switching both mags off in the real aeroplane to simulate engine failure would be considered "best practice" for training or checking.The student knows it was the instructor. Maybe they'll panic, maybe they won't. Who is to guarantee what the student's reaction will be if it happens for real?

flying an aircraft with the engine stopped is a completely different situation than a simulated situation with the engine at idle. the noise, the vibrations and handling of the aircraft are all different with a real stopped engine than an idling one. and the stopped engine adds that extra final layer of realism, allowing the student to know what to expect, and not panic when the engines stops for real, the silence of the engine and unusual wind noise will not be a surprise, reducing the critical time lost in the initial panic stage of an engine failure.

of course, all this should be done in a safe area, above an airfield, to factor in that extremely rare occurrence of the engine not restarting again.

Also, the glide distance with a stopped prop will be different to one that is turning. either shorter or longer.

crazy passengers, and CFI's but if the engine only runs on 1 mag, then its not serviceable and should not fly. but shutting off both mags will do no damage to the engine of mags.

Why is evens no longer recommended?

I am amazed at how many instructors teach their students to fly unbalanced and nobody does anything about it, you can report things to the RAAus Ops managers but it is a waste of time.

if your instructor cant balance an aircraft, or doenst understand the significance of balanced flight at low speeds or in turns, then find another instructor. sadly, a lot of pilots think that getting along well with their instructor means they are a good flying instructor, sadly, it quite often not the case, i was fortunate to have an ex RAAF pilot as my initial instructor, and later instructors have been ex military as well, and some flights were a disaster, he had some students in tears, and never sugar coated anything, if you stuffed something up, he told you so, and you didnt ever stuff it up again. and i have flown with other students that came from other schools, telling me how great their instructor was, yet still had no idea about the basic things like stall AOA, and not using rudder as shown in the video above.

Dont get lost.. :P

or a good reason to get proper training in advanced aircraft control maneuvers. so you can make those sorts of turns safely.

Thought about doing an engine course? and learning exactly how to diagnose most engine issues with CHT and EGT readings?

Australia has a very good reputation in working like this when it comes to acquisitions.

"So, defence wants to buy a dog for 50 bucks. DMO says no, not when we can buy a cat for 30. DMO goes ahead and purchases a cat. After years of field trials, it is decided that the cat cannot perform the function of a dog. Defence says look, we can still get a dog for 50 bucks, it's all good. DMO says no, we've already got the cat, and we can retrofit it out to perform the function of a dog for only 45 bucks! Thats still cheaper than the dog! DMO kit the cat out, and with a lot of screaming and shouting, the cat almost passes the tests. DMO decide to lower the standard of the test because it is unfair on the cat, who is feeling belittled because it is expected to pass the dog test. DMO hire a cat specialist for 30 bucks to design a testing process for the cat. Once the testing process is tailored to suit the cat, it passes with flying colours! DMO supply defence with the upgraded cat. Once in use, defence discovers that the cat is not functional as a dog, and demands a dog. DMO have no money left to purchase a dog after project cat blew out the budget, and defence has no choice but to put up with the cat."

might have been the A350 thats been flying to Adelaide recently

during my 1000 hrly overhaul, i found the trim tab actuator arm bushing to be severely worn, the bushing itself was worn completely through about half way around its circumference.

yes, you need 200 hrs in command minimum, and complete a PMI course, though, the PMI (principles and methods of instructing) course is usually run over a series of weekends, then you need to do the instructor rating flying component, which usually involves flying the entire syllabus as an instructor, and your instructor acting as a student.

unfortunately that the only way you can make money with an RAAus certificate.