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M61A1

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Everything posted by M61A1

  1. M61A1
    You may well be competent, but for the crank overhaul Rotax have specified that it must be done by a Rotax approved facility, so doing it yourself does not comply with the maintenance schedule. Of course this is irrelevant if you aren't LSA or Training.
  2. M61A1
    Except that RAAus has specifically excluded operating an engine "on condition" in LSA and flight training. Tech Manual 12.6.2 “On-condition” is not available for LSA unless the manufacturer states otherwise. and 12.5.2 5.2 Moving an aircraft from “Privately Operated” to “For Hire and/or Flying Training”: Any Factory Built 95.32 or 95.55 Aircraft which has been operating privately with an “on condition” engine, must have that engine overhauled or replaced prior to that aircraft being used for hire and/or flying training. The replacement engine must be either: (a) A factory new engine (b) A factory (or factory accredited over-hauler) overhauled engine and has a completed RACR (Recreational Aircraft Condition Report) inspection done by an RAAus L2.
  3. M61A1
    The whole idea of training for this event is to do away with the delay. It has been an issue in several crashes I have read about, where the pilot did exactly as they practiced in a real emergency with a bad result. In any case if you ae more than a couple of hours into your training, changing the AoA with varying thrust should be pretty much instinctive. Meaning that as the power comes off (doesn't matter whether it's because you reduced it of it failed), you automatically maintain the correct AoA for safe flight. I believe that any instructor that teaches you to wait to do anything after power failure may be unwittingly setting you up for failure. Practice what you will actually do.
  4. M61A1
    While I don't care too much for Boeing, this whole has been nothing more than a witch hunt, promoted by a heap of lawyers and people justifying their jobs, like many other "scandals" in current times. It's about politics more than anything else. The actions of the Ethiopian crew were inexcusable as the AD was released addressing the very issue before it occurred. Finally when they got around to carrying out the correct actions and had it under control, they undid the corrective action. It has nothing to do with what I "could have handled" and a lot to do with the fact that several other crews have experienced it and and it was a minor occurrence, including the previous crew prior to the crash on the same aircraft.
  5. M61A1
    According to Juan Brown MCAS was there to make it feel like the normal 737 to avoid further type training. The procedure for "Runaway Trim" has been in the flight manual the whole time if I understand correctly and the second crash occurred after an AD regarding this procedure, which makes the incompetence of the pilots inexcusable. https://www.youtube.com/watch?v=YhSVtLXtIrw
  6. M61A1
    You will find a thread on this site started by Maj Millard saying the same thing.
  7. M61A1
    No problem at all really unless you use a third world airline and in that case it really doesn't matter what aircraft you are getting on.
  8. M61A1
    Had it about 2 years. It does what it's supposed to do. It's a bit small, but that was also the point of buying one. My only real criticism is that it could be a bit brighter, but I could probably fix that with a little sunshade. I use the HSI screen a lot.
  9. M61A1
    I just use a solid set of snips.... cut the rolled seam off the end and it just comes apart.
  10. M61A1
    Why not disconnect the alternator phases before the regulator?
  11. M61A1
    I can only offer experience with the Skyview Classic, and it's terrific, but costs more than my whole aircraft. I have an UltraEfis fitted in mine and I like it.
  12. M61A1
    Are you replacing your UltraEfis?
  13. M61A1
    Are you sure about that? Mine flies with me regularly, sometimes I wish she wouldn't.
  14. M61A1
    According the tech manual it is mandatory to follow the manufacturer's schedule if it is LSA (factory built) also mandatory if the aircraft is an older 25 or 55 rego AND being used for training. With homebuilt and experimental, the builder effectively writes the maintenance schedule. In short, you can run your engine on condition (following the manufacturer's operating maintenance schedule at the correct intervals- oil, plugs, filters etc) unless it's being used for training or an LSA.
  15. M61A1
    Check section 12.6 of the Tech Manual It tells you about what is required for engine maintenance
  16. M61A1
    I think Nev is correct when he says it varies between aircraft. I couldn't pick the difference with a 582 powered Drifter. A Verner powered Drifter with a 70" prop definitely glides further with the engine stopped. A 95:10 I had wouldn't glide as far without engine, even just at idle.
  17. M61A1
    No need to apologise. Yes things can go badly very quickly, but you make your own luck to a large degree. What a lot of people call "bad luck" is often nothing more than poor airmanship, but sometimes it really is down to luck as to how it all goes. There were no subliminal messages. I really don't care how others fly, as long as they accept that the consequences of their actions were entirely theirs also. I'm not suggesting that anyone go breaking the law and stop their engine in flight, but it has nothing to do with establishing best glide speed and everything to do with not being surprised by the change in glide performance and aircraft handling qualities at a time when it really matters. We have had a few crashes where an engine failure has resulted in more damage than necessary because the aircraft was handled poorly after the engine stopped.
  18. M61A1
    You are correct, but I'm not sure what your point is. All I was getting at is that is that it's the pilot's responsibility to make sure you have somewhere to land when the engine stops unless you are happy to accept the consequences. ( No point flying over tiger country then blaming the engine if it goes to pus)There is no infallible engine, but some are more reliable than others, so it ends up a numbers game...The more you do it, the more likely it is that something will eventually go wrong. You might get away with it your whole life, or you might not. A sign over a certain military flightline desk used to say: (words to that effect) "If you fly a single engine aircraft over water often enough for long enough, sooner or later you are going to get wet" There have been more actual engine failures that have ended badly because they were handled poorly. Perhaps they would have been handled less poorly if they had actually flown the aircraft beforehand with a stopped engine.
  19. M61A1
    You will usually find that out when trying to hold off (or flare depending on what you call it) and the elevator has insufficient authority to keep/bring the nose up. Best glide speed is all well and good, but if you are at the point where whether or not you make a landing spot depends on a perfect glide, you've probably made serious errors already. For those that accept the risk of flying over the tiger country, that's fine, I have no beef with that, but, then that also comes with accepting that one day you will probably get bent if you do it for long enough. With the engine off, some aircraft will go further, some will not. Do you know that your aircraft does?
  20. M61A1
    In that case....Yes we do it frequently.
  21. M61A1
    Maybe that's because our regulators will get all serious if someone dares to mention that they turn their engine off for fun on a public forum. You are basically asking people to incriminate themselves. They wrote an article about the evils of turning off your engine in flight and made rules that prohibit it unless some stringent preconditions are met.
  22. M61A1
    I recommend doing some low level training, not necessarily an endorsement, but at least some experience. Being comfortable turning low is just another tool in the box that may just save your butt. I took someone's advice and did some LL training. I'm glad I did, Used it in my first engine out, which resulted in nil damage to anything instead of tangled in trees if I followed the no low turns advice.
  23. M61A1
    Vaseline or technical petrolatum is considered to be pretty much the standard lubricant for installation of fuel system seals.
  24. M61A1
    You may find that the labels made by those machines just revert to their base colour when exposed to (not very) elevated temperatures. I bought a nice one like that and it made great switch labels for the cockpit, but my spark plug lead labels in the cowl turned completely black very quickly.
  25. M61A1
    Or...Just label it once and never have to do it again. Your choice.
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