Area-51

Bottle of Smirnoff into the tank will ensure fuel meets required certification standards, water ingress is contained, deadly emissions are reduced, and jobs are created... "underpants save lives"...

Buying 80kg of popping corn and sea salt first thing tomorrow morning...

Mandatory "realtime" ADSB IN/OUT would assist the sausage factory pilots to notice the proximity of other aircraft while they are fixated on their ipad conducting their Defacto Instrument flying. After 250hrs I am realising the same type of people that reverse the car and shear off the open drivers door with a bollard, or enter the underground parking with the tailgate fully open, or get on the nightly news showing their car perched up in a tree, or continue driving down the highway on a steel rim after the tire has long departed are also able to somehow get loose with an aircraft; there is just less of them; but they are still ever present and dangerous. Maybe training aircraft should have a designated sqawk code that activates some kind of proximity alarm for other aircraft to know there is sausage about?

Thanks. To be clear there was no event concern with the parachute plane. Skydive Aus' pilots at tyagarah present excellent use of the radio across 3 broadcast frequencies simultaneously and coordinate with other traffic during ops. The sausage factory pilots are an ever present and constant danger to be watched out for in the 127.55 ctaf. The worst aspect about a few of these aircraft is poor use of the radio coupled with no ADSB out being piloted, eyes fixed on an instrument panel, and instructor distracted away from whats going on outside. The 737 sure looked comfortable and settled in. It was not moving for nobody. As explained the event took place south of the lane termination.

Yes, that is totally correct; your question is not ignorant in the slightest... In this situation the bias of the opposing aircraft was offset to the left so i elected to roll away from the approaching aircraft's path instead of across it while observing the other aircraft's response. It was not an extreme 60 or 70 degree roll. Both aircraft were visual on each other so a 30deg roll was sufficient to avoid each other. There was no time to be academic about the situation at hand; which could of still ended very badly. Unfortunately the cockpit recorder battery had gone flat about 4min earlier; which sucks because it is there to record adverse event occurrences such as these for review and debriefing.

So today was "Collision Avoidance Day"... Flying back from Redcliffe with both forward facing 30watt LED supernova lamps on, counted 4 seperate situations that could of ended badly; only one event received communication response and input from the other aircraft and joint mitigation of situation. The other three were all, visual, respond, and avoid... One event involved a 737 while crossing over from the end of the southern moreton lane to continue tracking coastal while on decent 2000' to 1000'; 737 tracking north over water levelled out at 1400'; yes a 737 loping along up the coast 5nm north of Porpoise Point, no radio calls. Traffic screen icon went red and indicated 100' horizontal separation and a perpendicular collision trajectory as visual was achieved; had to check my eyes three times to confirm that what i was looking at was a 737... Selected climb and diversion around behind and over the big plane... Then at Q1, 1nm off shore and 2000' a black mosquito VTOL thing appeared in front of me; no radio calls, no ADS-B Out; rolled left and flew further out to sea. Final episode was exciting. Called 10mile inbound to tyagarah, parachute plane opens communication for jumpers and coordinate timings. Called 3mile over mullumbimby. About 3 seconds after that i see a 172 heading directly for me head on in my front screen. Without hesitating, as i said out loud "there's an aircraft in my front screen" i rolled left; the 172 followed and rolled to their left immediately. It could of ended very badly. The always on supernova flight lights i use when flying probably saved the day. After checking the adsb data on both aircraft the last episode was concerning. Both aircraft were on decent to 1500', heading in opposite directions at 105kt with avoidance actioned only 0.5nm horizontally apart; the math says 10sec to impact. What's concerning is within a 10min timeframe of conducting airwork and completing airwork the other aircraft provided no radio calls to make its presence or position known to aircraft entering the ctaf area. Secondly 10sec to impact while using internet traffic app with a 15sec latency resulted in no traffic proximity warning being presented on screen; so no attention drawn as my eyes were scanning outside. Will be upgrading immediately to better "real time" ADSB in traffic hardware and additional position lighting. Sausage factory training altitude band in the 127.55 ctaf seems to be 1500' to 2500'. So it would be prudent to pay extra visual scanning attention if transiting within or across the Lismore - Hastings Point corridor at these flight levels between 0900-1600 daily. Some radio operators are just impossible to understand; it happens... The worst radio operators though are the ones that never operate the radio...

.

I'm going to throw a brick into the mixer by saying the following regarding airmanship. If you have called Final, or, have entered the cleared Active Runway and advised such, or, have landed and are manoeuvring upon the active runway, the runway is "yours". The choice to taxi in the centre, right, or left side of the runway is "yours". The decision to allow another aircraft to enter the Active Runway while you are still manoeuvring upon it is "yours". It is also your responsibility to lead the situation and communicate with awareness of the situation. As pilot in command the decision to abort your take off, return to the parking area, shut down the engine, and boot the "passenger" in the right seat out of the aircraft, is "yours". Some airfields simply will result in the aircraft becoming bogged in mud unless remaining upon the centreline; so this offset taxi rule is not practical is it? Other fields have a terminal or parking at either end, so if the instructor gives you unwarranted grief and you own the aircraft you can boot them out and make them find the gate code to walk back; they might cause to rethink their abusive performance. At the same time being unnecessarily stubborn egotistical and uncompromising in the subjective situation will not help either.

Dean Winton told me a few years back they fly great with balanced responsive controls and have a very good glide ratio. Scott used one to ridge sore along Coorabell. The later versions had the tail plane raised midway up the vertical stabiliser.

Yes thats the one! Sapphire.

The legend of Tyagarah... Was at Caloundra air museum today and stumbled across this bit of kit! I think this one hanging from the rafters with floats is a Winton Bros production as well?

Must of flown a Storch and got a taste for speed! 🙂

No; they do not; just like not everyone flying has a CTA or RU endorsement... And if anyone thinks it is that simple to operate a CSU competently without training, the word "sorry" will not cut it when the engine in the rental aircraft chucks a rod because somebody did not know how to operate the design feature correctly.

It requires a CS endorsement; not something everybody flying either GA or RA will readily have. The Airmaster works quite well on STOL aircraft when using fat blades; all be it pitch change happens much more rapidly than on something like a Sling. Perhaps try a SeaRay forum...

If fuel related, 3000rpm and upward is the main jet circuit of the bing64 carbi. Check for incorrectly positioned tab or ruptured diaphragm or asymetric needle position height between carbis. (The diaphragms would be my first and easiest go to if everything outside looks correct). Check for a broken throttle arm or choke spring. If electrical, check the resistor plug connectors for correct resistance and ignition leads for arcing through insulation to earth at the inlet manifolds or cylinder heads. Verify plug gaps are set correct. Try opening throttle slowly and see if issue is still apparent; better or worse

I forgot to add "all" early pioneering flights were performed by Aunty Jack while listening to a fading and stretched portable Realistic cassette player tape playing Skyhooks album Living In The 70's.

Didn't the whole ultralight experimental aviation scene start in a garage with somebody strapping on a severely unpredictable McCollach rip start edge trimmer motor to a loin cloth spread out over a collection of rudimentary positioned hand selected portions of bamboo and choosing a patch of arbitrarily suitable ground upon which to end the short flight upon? 🤔🤷🏼‍♂️

The constant speed auto function is only functional while in Auto mode Hold selected between 5700max and 4000min on a 9XX motor.Pg47 POH. Auto Hold will return to last Hold speed setting until power off reset to Cruise at next power on. Manual adjust of Auto Hold speed is only affected via manual pitch adjust switch while both Auto and Hold are selected simultaneously. Section 9.2 Indications - LED signal colours and interpretations. Pg48/49 Section 9.3.8 Loss of Speed Signal - Failure of controller to drive pitch control. No LED fault indication at AC200. Pg 52 ANNEX B AC200 Controller, Sensor Brush Cable Pin Outs - Pin #1 Speed Signal Input, magnetic sensor. Orange/White. Pg70 Check you speed sensor circuit for loose or dirty connection. Airmaster & VP Props.pdf

The Carnival used a HondaV6, so did the MG ZT and Rover; all suffered the same issues of engine failure. At the time Kia had a national recall on 12.5 thousand replacement engines; MG/Rover national recall on inlet manifold assembly replacement due to coolant containment issues leading to engine failure. Many leading OEM auto brands manufacture in china. Many leading OEM electronics brands manufacture in china. Many components used in both industries are manufactured in china. Cirrus Aircraft, owned and manufactured by china... Boeing, Airbus, manufacture in china. Rotax, BMW, Can-am, manufacture in china. Mitsubishi, manufacture in china. Daimler Benz, manufacture in china. Ford, manufacture in china. Toyota, manufacture in china. Chrysler Stellantis, manufacture in china. PSA Citroen, manufacture in china. Harley Davidson, manufacture in china. Textron Cessna, joint venture manufacture in china. Let's give it a chance to prove itself and see if they are as good as the Rotax units being manufacture in the Rotax factory across the road from ZonZen's facility 😃👍

https://hildstrom.com/projects/2010/01/seafoam/index.html Make your own using diesel naptha and isopropyl...

Yep they are great. Just don't hang around it while its on unless you want to destroy your hearing. Tried jewellers solution at 80c. It cleans steel as new, and starts to dull alloy with more than 30min; and really darkens it if you leave stuff in for 12 or so hours. Have been using dish soap but will still dull the alloy. Tried coca cola without success... straight water or a thin oil works well.

The pistons/barrels were not removed; just a decoke sufficient enough on this occasion. Wouldn't do a piston crown polish insitu; too much grit going into the ring lands.

Yes, sugar soap is alkaline, sodium carbonate. It rips the carbon deposits off pretty quick. Pulled the test piston out of the acid bucket this morning. It did not clean off the carbon as well as the sugar soap, and did not dull the metal. Below are the test pieces. Right to left, acid 24hr, sugar soap 1hr, sugar soap 2hr. And a couple of pics showing colouration between 24hr acid and 2hr sugar soap.

Today has been a day of discovery and success while cleaning piston crowns on the 914. After reading MSDS sheets on various you-beaut metal cleaning products off I went to the magic shed cupboard. Pistons from the scrap 912 80hp were used to test some science. One was thrown in a bucket of Selleys sugar soap (oven cleaner), the other in a bucket of nanoic acid (herbicide). After 15 minutes the sugar soap had softened the varnish which could be wiped off with a rag. After 30 minutes more varnish came off with a tooth brush; and after an hour most all varnish was vanquished, and the metal was just beginning to dull a bit. After two hours the piston was stripped fairly clean and the metal had not dulled that much in total. The second piston is still sitting in the nanoic acid at the end of the day without much change at all. Then it was time to clean piston crowns. First a plastic scraper was tried and was all but useless at scraping off carbon. Then a piece of ebony was used, and was all but useless. Then a brass brush was tried which left scratch marks. Then a piece of 1.75mm aluminium sheet was tried. It worked great and left no scratch marks! Then a piece of broken piston skirt was tried and it worked even better, and left no scratch marks because it was the same hardness and material as the piston crown... After nearly 50years I just discovered this today; amazing... With all the wonder of discovery the piston crowns on the 914 all got cleaned as well as they could in the afternoon by first scraping the carbon off with the bit of skirt followed by a 15 minute soak of sugar soap and a flush out with carbi clean and Rostoff, followed by roll over until no more gunk flowed out of the ring lands, then a finishing off of engine oil. The carbon on the top of the bores came off easy after a scrape with the piece of skirt and some light wiping with grey scotch brite soaked in sugar soap. Ready for reassembly...

Thanks, will do some research on that one... I think we are done here on this. thanks for everyone's input; some useful applied knowledge to refer to...