kgwilson

So how do you know she was wearing a bikini? A couple of shoulder strings does not a bikini make.

Since about 2015 Jabiru have not used Loctite on the flywheel cap screws. Nordloc washers are used now and the torque is also less so they make replacement a lot less stressful. I managed to replace all of mine using sufficient heat from a heat gun after I'd completely insulated the rare earth magnets to stop the heat stuffing them up. I was sure I was going to break one but got them all out. The Loctite previously used was Loctite 620. It is a high strength high temperature retaining compound. According to the MSDS there is no cyanoacrylate in Loctite 620.

Formatting has gone weird. There is a large gap at the top and the side menu (on the left for me) has reduced to 10 characters wide. Seems to have reverted to an old 4 : 3 screen size from 16 "9 for the posts.

There are overhaul manuals for all engine versions that can be downloaded from the Jabiru website. The latest revision for Gen 4 engines (revision 11) has just been released on 23/1/23. The latest release for the earlier engines was released on 23/11/21 and is revision No 23. Anyone with the appropriate skills and equipment could overhaul a Jabiru engine so long as they follow the process and procedures as per the manual and don't cut corners or decide to make modifications. Only appropriately qualified people are able to overhaul factory built aircraft (24 reg) Jabiru engines.

There are a few privately owned these days. There is a 1959 model for sale at $US1.5 million on line.

If you can source a Lame with a good reputation and has done some before & is happy to provide names /phone numbers of those he's done the work for you should be OK. It is only a top end after all. Good to see it going well at 960 hours. I've got a way to go with my gen 3 at 400 hours with just oil filters & plugs replaced to date. Run on Mogas since new.

Notams will not be issued for unregistered and uncertified aerodromes.

That is called AGPS (assisted GPS) Cheaper phones only have this and will be quite inaccurate when there is no mobile network present. GPS chips are cheap as chips now so there is really no excuse not to have decent GPS positioning. Download a programs like GPSfix which will let you know how many satellites your mobile device is receiving data from. The programs usually also have a map of the sky & can show where the satellites are.

Don't know about Avplan & Ozrunways but others just need GPS access. If you needed a SIM for navigation then it would not work when you were out of cellular range.

The first car I ever owned in syndicate with 3 other mates when we were 15 was a 1930 DA Dodge 6 which cost us 20 quid. My 1/4 share was 6 weeks of my paper round money. It had 4 wheel hydraulic brakes that leaked & we could not afford brake fluid so used water instead. Worked fine & cost nothing to top up. I imagine long term everything would corrode & seize up but that didn't matter to us.

They spoiled all the fun with bombing & ribbon cutting. We were still dropping wooden bombs in club competitions & played aerial golf at Hamilton Airport across the ditch in the late 90s. Don't know if that is still allowed. The joke was that the best place to stand as a scorer was on the target as no-one ever hit it.

I have heard many pilots complain about castoring nosewheel shimmy but I have never had the problem. For my aircraft the castor bolt should be tightened so that when lifted of the ground it takes 1.5 to 3kgs of pressure at the rear of the tyre to move it. That is reasonably stiff and keeps it straight while flying & no amount of sideslip will move it. There is no shimmy on the ground at any speed and turns with the rudder are fine although there is always some lag so unless a touch of brake is used a turn needs to be anticipated. Recommended tyre pressure is the same as the RV 25-35psi & like T88 I use 25psi. mains are 35PSI as per Matco/Airhawk recommendations.

The nosewheel should always touch down after the mains. Keeping the weight off after touchdown reduces stress from undulations in the runway. Many nosewheels have no suspension so shocks have to be absorbed by the tyre and leg.

Yes same day for me too. They have probably all taken a long weekend so you can expect a response on Monday.

CASA will issue you with a 6 character hexadecimal code that is unique to your SE2. They need the unit serial number & manufacturer name & whether your aircraft is RA or GA. They will advise RAA of the code when they send it to you. You can swap the unit from aircraft to aircraft & just change the Rego number in the SE2. If the aircraft already has ADSB out you disable this is the SE2. You also change the stall speed for different aircraft. It is all in the manual. Just follow the setup carefully & you will not have any problems.

Ersa & airspace are built in to Enroute. It doesn't have live weather overlays or Notams but does have TAFs & Metars. Long press on the map will bring up all the airspace data with the ERSA info if you long press on the aerodrome. Download the manual. It is well written & easy to understand. You can open it in a browser from your phone or PC or download it. Available in the menu from the App.

On a nice Summers day cruising along in an airship in a plush restaurant observing the world below from a thousand feet or so as it slowly passes by is something I'd like to do. The problem is that the cost would most likely be beyond mere enthusiasts like me. It would bring the romance back in to (slow) air travel. I suspect though that specialist freight carrying large irregular shaped things will be its main role. The current design can stay aloft for 5 days with a 10 ton payload with a 4000 NM range and maximum altitude of 20,000 feet. The next design is pretty ambitious with a 50 ton payload. It will carry 200 passengers or 6 x 20 foot containers & 48 passengers over 2200 km. It is very environmentally friendly & needs minimal infrastructure, will be fully amphibious able to land/take off from land, water, snow, ice etc. How it deals with strong winds and bad weather will be the biggest challenge.

A cheap testbed is always handy. Later you can consider weight, efficiency and energy storage. 30-40 miles range is useless though.

The landing gear will be in the bump under the struts. This is where most large high wings put them such as the ATR. They will need to be fuel efficient. The thin wings will reduce the capacity up there despite a bit more wingspan.

Interesting. I connected mine & checked the stats. It shows the battery currently at 80% & voltage 3916 millivolts. The battery indicator displays green till the battery gets to 60% then it displays orange and red when it gets down to 30%. I used mine for a number of flights & on the ground to show aircraft overflying & in the circuit & didn't recharge it till the battery indicator changed to orange which I did at home. A few months ago I replaced a double 3 pin socket outlet with one that included a charging circuit with 2 x USB A & 1 USB C sockets which will supply 3.5 amps max at 5 volts. It still took a few hours to charge the SE2 back to 100% with the supplied QC3 cable. I have a USB C PD cable capable of carrying 65 watts & it will charge my phone to 50% in about 1/2 an hour, then it slows down. The last 15% of charge takes about 40 minutes.

RV & SR22 chromolly nose legs are quite long and the Nose Job is well engineered and would appear to be effective, especially as if you do bend the nose leg it in theory pushes the nose up rather than in to the ground without it. Mine is far too short for such a system and it doesn't flex much. Still I land on the grass and on some rough strips. There is no secret, just keep the weight of the nose by increasing up elevator progressively from touchdown till walking pace. It took a while to master initially due to the sensitiveness of a full flying elevator (stabilator). What you don't want to happen is for the aircraft to leave the ground again as it can quite easily drop the nose heavily after it stalls again.

There have now been 6 incidents in less than a week, the latest turnback to Fiji with fumes from the galley oven cited as the issue. Maybe it is just that these have all been reported in the Press when they normally wouldn't. Apparently there are over 10,000 turnbacks annually with Qantas averaging 60. They are well ahead of their average this year if the last week is anything to go by.

It depends on what your USB supply is capable of. As Uavionix say the SE2 may consume more power that the USB supply can deliver. It will slow the battery depletion though by whatever the output is. I think the maximum charging voltage is 5 volts so in theory if your USB could deliver 5amps that would more than keep up with the power useage. I know with my 1-2 amp USB supply in the aircraft, my phone will keep functioning when connected for as long as the flight but there is no more power in the battery when I disconnect than when I started. I have thought about getting a bigger one but have not done so as I am unsure whether I'll get radio interference. The first cheap one I had was useless. The one I have now is Baseus & no interference. It seems to be a good brand. I have a 20,000 mAh 20W Baseus power bank & that is excellent so I take that with me to recharge things if I am nowhere near a power point. It is quite heavy.

The SE2 contains 4 x LG INR18650 F1L Li ion batteries of 3350 mAh each. That is 4 times the average phone battery of a couple of years ago. Battery capacity and chargers have increased a lot in the last few years so the old 1-2 amp chargers you got with everything years ago won't cut it any more as the time to charge larger batteries is too long. Uavionix states in the installation manual (you can download this from their web site) below. 8.2.1 Connection Notes It is important to choose an appropriate power supply and cable to ensure proper charging of SkyEcho. 1. It is recommended for fastest charging that the chosen USB power supply should be compliant with the Quick Charge 3 (QC3) standard. Use one which provides at least 18W. SkyEcho will not adequately charge at less than 2.5 amps. 2. SkyEcho has a high-capacity battery that will permit up to 12 hours of use. It is recommended that, where practical, charging is conducted at least monthly on the power supply until full. 3. Regardless of adapter output, it is not recommended that the SkyEcho be used permanently in-aircraft using a 12V USB adapter as the SkyEcho will consume more power than can be provided by the adapter. 4. While SkyEcho is fitted with a USB-C charging socket, it is not USB PD compliant. USB PD chargers will not properly handshake with and charge the SkyEcho. Instead, use only chargers equipped with USB-A output ports, and utilize the supplied USB-A to USB-C cable. 5. Computer USB ports (Mac or PC) cannot deliver sufficient power to charge a SkyEcho. Given that when fully charged to SE2 provides 12 hours of use, there is no real need to charge it from your aircraft power supply anyway.

Fletchers & Crescos are not bush planes but they do operate from some pretty rough strips with a ton of super phosphate on board but always land empty. I went for a ride in a Cresco off my neighbours strip In NZ. The approach was under some 110 kVA power lines to a 30deg up slope strip with the loader on the top flat turnaround. I did about 6 runs with the pilot. Each one only took a couple of minutes, takeoff to landing.