skippydiesel

Agreed standard is extraordinarily poor. As for "0" road deaths its easier to spend tax payers $$$$$ on stupid /meaningless adverts than do anything practical about the appalling driving standards. My guess - driving examiners are held to a certain code/standard dictated by the State - no room for discretion - they most likly know that they are passing incompetent drivers. On my way home this morning with horse float full of hay,e up climbing a long straight hill,, speed down to 80 kph - came up behind a Range Rover, behind a truck (70kph) - moved into right lane to pass as I derw abeam the RR it suddenly decided to pass truck - jammed on brakes, hit horn, RR kept coming - RR continued up hill at 70-75 kph - I recovered to catch him again on level ground - continued at 75-80 kph in 100 kph zone, no further passing opportunities for next 20 k. To say this drivers is an ignorant illegitimate would be an understatement.

I have two EGT probes on my Rotax 912ULS (just went 90 hrs) read by a Dynon Skyview. About 10 hrs ago, one of them started to peak at over temp. This coincide with a remodeling of the exhaust pipe that the probe is in. Checked and double checked everything, including carby balance - no apparent cause. Swapped EGT probe from left to right exhaust - problem followed EGT - problem must be defective EGT (In my limited experince defective EGT's under read or fail). Replaced probe (today) with new Dynon supplied part. Most of the time the EGT's read one a little higher than other, Unfortunatly still have problem. Took note of when it overreads - Happens when Airmaster CS, switched from Cruise to Climb and rpm reduced for a gradual descent (wiered) EGT went into the red (again). Increase rpm - EGT temp drops. Reduce rpm further, to say 3500. EGT drops Any suggestions???

I have a RAM mount for my Garmin handheld GPS. The mount is great except for one small problem: The suction part seems to stick very well and for several weeks at a time (think this varies a little with ambient temperatures). There is no indication of when the suction is about to fail. Secure one moment in your lap the next - can be a bit disconcerting, if happens at a high concentration section of the flight (on final). Anyone got any Tried -& -True suggestion for longer stick? (please don't say make it a permeants mount)

"Well, you can discuss all you like. CASA have decided what’s the correct procedure. Less calls. " Yes and I do way less calls, compared with how I was trained in the late 1989 -90s. While a pilot can make too many calls, this is preferable to insufficient/calls. Aside from the 10 mile Inbound, the calls are at the discretion of the PIC, who I would hope, has the courtesy and safety awareness to do at least 3 calls - just in case.

Yeah! the 50 kph rule on main arteries is crazy. If absolutely indicated, it should be just on the stretch (centre of town) where risk highest.

How is - Overhead, Joining, Base - to many calls??? The rest, that I mentioned, are optional( thats why they are in brackets)- depending on conditions (traffic/confusion). I said minimum three calls for TO/Landing. There is no possible way that this "clutters" the airwaves. Bear in mind that my calls are spaced by many minutes of silence. My communication model is as for a controlled airfield - I don't employ all the (many) calls, just what I feel will keep me and any other aircraft safe. How is another aircraft supposed to know, where you are (location) and what your intentions may be, if a few calls are not made??? None & one is clearly insufficient.

As always - Go with the engine makers advice/recommendation ( 80-90 C still seems very low to me) "i did say before my engine is clean. " I agree that if the drain oil is "clean" it is likly that the engine internals are also clean. Having spent a good portion of my life servicing diesels, I doubt that the look of the oil is an absolute guarantee of the internal condition.

Yes its threaded rod on the engine frame bolts is just an easier description. There were labeled packets of parts, not individual fitting instructions. The engine frame was mounted - ready for repair - on a heavy plywood "jig" that I made up. No clear recollection but likly did not use the same washers/nuts on the jig, as when mounted in aircraft - this may be where the confusion arises (use of automotive suspension washers???)

"Making all 3 calls can jam up the radio. Especially when it’s busy. I believe the original CASA change was brought about by one or more incidents where less calls would have reduced the risk of collision." No offence Mike - the above is bovine excrement. Look at the calls that I make - by doing these, any non transmitting aircraft will hear me and know my location & intention. My calls enhance safety. There is a world of difference between making a small number of courtesy/just in case there is someone out there, calls and blocking the airwaves with unnecessary verbiage. "Another thing that particular instructor brought up yesterday was aircraft naming and it really doesn’t need to be in every call..... " Personally, I hear/register the type of aircraft far more readily than the registration - Rylstone Traffic Cessna KZS joining X wind for Runway XXX - Cessna is what makes an impression on me - if needed, I can call back immediately Cessna Rylstone..... and make the connection . Of course if here are multiple Cessnas in/entering the circuit, I have to step up to the mark and use the rego (KZS) to differentiate. Being able to identify the more common aircraft aids in location eg calling you will be number two to an RV, places you in the circuit que for all other circuit aircraft. "......It’s for situational awareness of performance. We know a 172, warrior etc will be around 100kn downwind. We hope an RV has slowed to a reasonable circuit speed from their 160-180kn descending approach. We will notice a warbird calling because it’s likely to be fast and wide. We got that on their first call." Since when is a pilot supposed to have an understanding of other aircrafts performance characteristics? How does this assist safety? It's the flying pilots job, to fly the circuit suitable to his/her aircraft.

90 C might just be okay in crusie - better 95C ++ . Still need to get that elevated temperature, preferably above 100C , usually in Climb Out, to get rid of as much of the volatile fractions as possible. I have seen the inside of car & stationary engines, which for some reason or other, rarely achieved a sustained temperature, during their service life. GUNK! Back in the days, before high detergent oils, this was common. Pre drain flushing oil/chemicals were often used to try and rid the engines of GUNK

Not if you get calf scour (water/oil emulsions) coming out of the crankcase breather. Something needs to be done to raise the oil temp. It's quite likly that the inside of that engine is coated in a thick film of "gunk" - Leave it long enough and it will reduce the flow of oil through distribution galleries.

That would work (stick has the level marks) but seems a tad over complicated, simplified if marks can be transferred to tube (no stick needed)

Rotax recomend oil temps reach above 100C for a sustained period, specifically to drive of water & other volatile contaminants. I aim for mid to high 90C in Cruise and hope to see over 100C during climb out. 90C is far to low.

Would the wooden dipstick have the levels - if so why both a stick & tube??

The hollow plastic tube type: I have one of these (never used) How can it give an accurate measure/level in any tank that is not perfectly linear (is that the right descriptor?) The best it can do is; Full - you would see that without a stick & hopefully know the capacity of the tank Between Full & Empty - this would be guess work.

I make a minimum of three calls. If there does not seem to be any other aircraft (no transmissions) in or approaching the circuit, it's just the three. If I am aware of other aircraft, I will make calls according to circumstance - I don't have a rule beyond the minimum. When there are many aircraft I may make additional calls, to ensure other pilots have "found" my aircraft. Joining the Circuit; Overhead The Field /thousand ft descending on the Dead Side, Joining X wind for runway??, (Established Downwind Runway?? T&G number two to Foxbat????), Turning or Established On Base for Runway ?? T&G). ( Optional). I would only call on Final if I felt there was a point in doing so eg an aircraft /vehicle on the runway. Departing; Taxi for ?? Runup Bay (Backtracking Runway??) Entering & Lining up Runway?? One POB, Departing Upwind for airwork to north of field. , Rolling (Additional calls on Climb Out if circuit bussy)

I think you're probably correct. It's interesting, at least to me, how biased statistics (in this case recreation, death & age) can be used to sway/influence people. The statistics may be correct but that they reflect a very limited/biased view of the dangers inherent in activities in question. In this case using the fear that we all have of untimely death, would lead people to believe that certain activates are so dangerous that they should be avoided. I suspect that if the risk of injury (resulting in a visit to an emergency department) was the criteria being studied, flying a small aircraft would likly be very low on the scale, horse riding (I have been a rider all my life) on the other hand likly to be high on the scale.

Yeah! I have only occasionally used it (Lanox) but like the idea that its of organic origin and is therefore likly to have very low toxicity (if any) is appealing. I would steer away from the pressurised spray cans and go with the liquid applicators (less likly to be thinned with hydrocarbon)

Silicone comes in may forms - some may have hydrocarbons present. Silicone spray. The WD40 Silicon is almost rubbish - I use it for jobs where I don't feel high lubricity or persistence is required. CRC Automotive Silicone on the other hand is in a galaxy of its own, compared with the likes of WF40. I suspect that many "sprays" have a hydrocarbon thinner in them. Molykote 111 is a silicone grease that is approved for use in food preparation/manufacturing - I doubt any hydrocarbons present.

I have a feeling that the definition of a soap is not limited to the type used for personal hygiene "Soaps are potassium or sodium salts of a carboxylic acid having a long aliphatic chain attached to it"

What do you think a recreational activities chart, showing relative risk of an injury, requiring hospital attention would look like???

She certainly did. Interesting that the canopy latching system is not connected, through an inhibitor/safety switch, to the ignition system. The switches are very simple & cheap - every ride on mower has them.

I have had a lot of success with Molykote 111 where a "rubber" lubricant is required. One tube will last me up to 2 years, so despite its initial cost, it works to be quite economical. In general products containing hydrocarbons (engine oil/fuel/ many polishes/ etc) should not on "rubber"

The focus is on dying - All very dramatic however nothing can be done for the dead . Far more important is the risk of injury, especially those that leave the person with a permanent disability. I would speculate, that death has quite a ow economic impact. Injury costs a motza and ongoing disability must have a huge impact. My bet - the above chart would look a lot diffrent if it was about injury, requiring hospitalisation.

If your planning on cutting an oil level inspection hatch, check out the very many examples on other aircraft. Location & size are critical for frustration free operation.