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kasper

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Everything posted by kasper

  1. kasper
    Or take a look at pg22 where directors rate the chairman ... there is a very clear separation between 1 director and the rest.
  2. kasper
    I know its an old thread and post but the Cheetah was also developed further and certified to BCARS int eh UK as the Medway SLA series and they are MUCH lighter than you might think ... 80hp 912 - empty 269kg 100hp 912 - empty 270kg shorter wing 100hp 912 - empty 269kg All needed a lot of weight trimming - not cheap to achieve - lighter weight composites, lithium batteries, full elelctronic dash. So it IS possible to get an decent 912 powered airframe under 300kg with all the bells and whistles ... AND all tested and certified to 472.5kg so they have 200kg useful load - not fantastic but UK microlights are limited to 472.5kg so thats life
  3. kasper
    Until tech manual 4 the leading 0 was not required to be displayed so 25-0125 could be 25-125 and in addition before tech 4 the 10- did not need to be displayed so 10-0125 could be 125 on the airframe. all of this changed with tech 4 with no leading 0 exemptions and a requirement for 10- display. BUT all aircraft on the register at the date of tech 4 got grandfathered rights to display but you could choose to comply if you wanted. And if if you were one of the one airframes registered in 95-10 after the removal of display requirements in the ops manual but before they corrected the errors in tech 4 on display you have no obligation to display ANY rego marking on the airframe and that right was grandfathered. So so if you see a little yellow trike flying around without markings displayed just listen for the radio if I am using it because I’m legit no rego display and I choose not to voluntarily comply. ?
  4. kasper
    Yenn, for the most part I agree - once you are flying you do tend to do aileron/rudder to roll the wings - rudder dealing with adverse yaw - and elevator at the same time. Abd for most most flights that’s ok. The purpose of the video was to demonstrate that what makes the aircraft turn faster or slower is back elevator. This knowledge kicks in more if its ingrained at the times you want/need to close up or open up a turn. If you use elevator and power to tighten up a balanced turn - eg on last two turns of a circuit - you are FAR less likely to end up in the skidded/slipped flight that is very dangerous to life and limb as it is slow flight in unbalanced state ending in spin/spiral. These demonstrations were part of my ab initio training where primary and secondary were taught and demonstrated. And roll ill wings then pull yourself around the corner is exactly how flying fleas have to turn - no ailerons. And exactly how a flying wing works - roll in then pull up while balancing height with power. All exactly as the video demonstrated - it’s to show control effects and if you apply that knowledge in flight you avoid risks of other more risky control uses
  5. kasper
    Have to agree Nev. from my experience there seem to be two very far apart groups of ultralight pilots. Those who use the planes for longer distance travelling vehicles with not much else and those who tend to pootle around their home area and seem to do a lot of circuits and general handling with occasional trips. And I’ll say it again - pilots who have flown and especially learnt on two strokes tend to be more aware of handling engine issues and dealing with outlandings than those who have never flown them. In my opinion It all starts with the initial training - your habits are set really early in.
  6. kasper
    Couldn’t agree more on what makes you turn. Go and find any flying flea pilot - there are a couple in oz - and ask them how you turn a two axis aircraft. The answer is you roll the wings to the bank angle you want and then pull the nose around with the elevator and when you get to where you want in the turn you roll the wings level and lower the nose. Huge fun the little fleas because you can roll in bank REALLY fast and if they have enough power to hold a level turn the front wing as elevator can pull you around REALLY fast with noticeable G... fun to do and quite visually odd looking from the outside compared to normal three axis.
  7. kasper
    Ilyushin Il-102. Two prototypes no production.
  8. kasper
    But if you put the little wheel at the back it becomes very difficult to reduce the length of the main legs and provide adequate prop clearance at full main leg compression ... and if you do the sill height of the design with a bubble canopy would mean we need to genetically enginee very long legged pilots to get in or have a step of the side of the fuse to get in ... one little change has lots of design impacts
  9. kasper
    RAAus have no specific design requirements or support on electric drive. For hobbyist builders the CAOs are not designed around what people might like to do eg other than single seaters in 95.10 you cant have two or more engines and can’t have two or more props so you are limited to single large electric motor which tend to be quite expensive as they have been designed/built for aircraft and are low production runs. In fact the CAOs -not 95.10 - are not clear as they refer to engines ... and are for powered aircraft ... hate to think that an electric aircraft should be refused registration as it fails to be a powered aircraft as it does not have the required single engine to bring it within the CAO. But RAAus do appear to have registered alpha electrics over in WA so you can only hope they got clearance from CASA before doing that or there is a risk of registration being cancelled later - the bad old days of a RAAus. I can’t be arsed looking up the current aviation definition of engine vs motor to clarify this as I’m not considering electrics at this stage.
  10. kasper
    Silly high nose in stall training a tick box? Maybe in 3axis - but never was when I trained or was training - Stall training in a flexwing will be a lot more than box ticking because you must stall in a turn and demonstrate recovery ... we do not spin but hell we can spiral dive like there is no tomorrow ... and if you don’t know and react quickly there may be no tomorrow for you because vne will be so far behind you SO quickly that recovery itself may break your wing up.
  11. kasper
    Aeolus mk1 from the Uk. I had the carcass of the second airframe years later to scrap and the poor thing with the single cylinder robin mustvhave barely flown ... the glass cockpit sitting on its legs was more than 75kg without engine etc. built like a brick outhouse but would have been bette suites to 59-65hpbthan the 28 it had.
  12. kasper
    You might find an agnostic praying but not an atheist... one has faith in a greater power but is not aligned to any particular flavour of earthy expression via a religion... the other has no faith. In the quarter second or so when I reduced the length of my Ute by nearly two feet in length and went from 90kph to nil I only had one thought - this is going to hurt and one word - starts with f but the software prevents me typing it here. I’ll leave it to you as to how I identify
  13. kasper
    Yes. Once you have advised RAAus of the build and it’s underway you can reserve a number ... for a fee ... and it’s an annual fee to maintain it until you finish and register.
  14. kasper
    Be aware that once registered in ANY RAAus registration sequence it cannot be changed after. If you want a specific number - and it’s available - you have to build the plane to get that number. In RAAUS registration is for the life of the airframe
  15. kasper
    Yes. 95.10 aircraft can be registered with RAAus or HGFA dependant on type. home built single seaters limited to 300kg mtow and 30kg/m at mtow are not terribly popular ... particularly as you’re not allowed to put kits onto that series unless the kit has been preapproved by RAAus/HGFA ... and I don’t think any have. basically you can register a single sweater from a kit or home built in 95.55 and have 19 reg with more flexibility or under 95.32 with 32- reg so very few use 10- for new builds. The only real benefit of it is if you wanted to build a very light single seater jet or multi engine ultralight as the single engine propellor driven limits do not apply to 10- but do to all other RAAus series. On number sequence - all RAAus aircraft can have personalised numbers so long as they are not already used. RAAus will charge you extra to get it allocated but it’s a possibility
  16. kasper
    If it’s 95.10 reg you can maintain it yourself. You can modify it yourself but RAAus have to review it if they class it as major mod due to fabulous empire building by current tech lunatics. If its 95.55 home build with 19- reg then as a builder you can do your own maintenance and mods exactly the same as 95.10 reg. if you bought it already reg then the empire building by tech office kicks you in the teeth more than a builder ... chat to tech office because I can’t be arsed trying to keep up with areas that do not apply to me that are way too GA for me
  17. kasper
    Has nobody ever bothered reading the RAAus ops manual? basic rule is to be used for flight training or reward it must meet two requirements 1. Factory built to an accepted standard - it might have a variety of reg sequence numbers depending in which standard and when built/registered. 2. It must be maintained and srerviced by an RAAus approved L2 or above. They are the rules and they have been the rules since the early 1990’s if you’re new to RAAus aircraft look in the tech manual at the registration sequences in section 5.1 paragraph 10.2 and the only caution on that table is that if it’s a flexwing the 32- sequence includes both factory built and home assembled from factory kit. Everything else is very easy to identify as factory/approved/accepted and spacesailor ... you have to let it go. It was the GOVERNMENT not RAAus that changed the LAW more than 20 years ago stopping 10- reg for Hummelbirds BUT 19- reg has been available to hummelbirds for the past 20 years.
  18. kasper
    Lol. Having mashed up my body in a car crash I can really appreciate the fact our house is only a 2 bed cottage - I can hobble around a 36’x36’ cottage on crutch- if it was one of the fashionable McMansions I’d be living in the garage due to steps n distances.
  19. kasper
    The parachute landing is probably the cherry on top. Bet that if anyone actually tried that and survived they would retire from helicopters.
  20. kasper
    Good starting thoughts but not a resurgram or a maya the poc pic does not show scale so today’s hint is it is over 6ft high at the wing tip - this bird is big.
  21. kasper
    What I do not get is that a daily inspection involves grabbing the wing tip and checking for any movement ... no way that level of movement in the video built up in one day so either people didn’t know movement was wrong or they just didn’t check.
  22. kasper
    I did on the trike. Gx1 for engine and flight instruments and avmap geopilot II for nav. Adding a microair m760 radio and a Trig mode a transponder and I happily flew all around Europe and the UK with no steam back up. But it to be fair a trike has a very old school secondary asi ... bar position ?
  23. kasper
    I’ll give Red a break. Good luck on this one. Hint - in real life the prototype had yellow fuselage and blue/red flying surfaces. Good luck
  24. kasper
    Bobcat or supercat depending on engine. Probably Supercat as it has inverted rotax engine and that looks like an air cleaner in about the right place
  25. kasper
    Eurostar - again Uk reg.
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