M61A1

I CARE Photo's of any work progress would be appreciated when it happens...

I came across an interesting internet article which shows that ICP is "doing a Jabiru" by going beyond making airframes. I hope that the venture goes well:http://www.eaa.org/news/2012/2012-11-21_ICP-announces-new-LSA-engine.asp

 

It makes an interesting read. The price is 12,000-13,000 Euros. 13,000 Euros = $AUD16,300 or $NZD20,600.

 

Perhaps this is the dream engine everyone has been waiting for? We'll find out more details early next year, I'm sure.

I have been toying with the idea of joining the local Model Aero Club. If things aren't looking up at Ra-Aus by February when my membership is due I will definitely give the money to MAAQ rather than Ra-Aus...I have flown a fair bit of R/C over the years out west... I will be very cautious. The DG is very, very light... which can be a BIG disadvantage with a RC Sailplane... We have wide beaches up here.

I still have my old nitro power pack (panel, starter etc) so I am in a quandary... Do I get a nice ARF Stik as you describe... just about the best fun machine and perfect for refreshing the skills or do I go electric... they seem to have truly reached parity or perhaps electric is ahead now!!??

 

Note: I agree with boingk. You have to draw a line at flying some models at the park. I would be very reluctant to fly a nitro or large electric anywhere but at a dedicated field.

If only it was 4 times the size... I reckon at 2 meters it would make a better park flyer.

I am sooooooo getting one of those.....I see they have a quicksilver as well.

Oh, you're replying to my question on the previous page asking why he wants to fly 500ft circuits !I was hoping that planet47 would tell us why he wants to fly low circuits where the terrain is unsuitable.

 

She (the pilot) doesn't necessarily want to fly 500ft circuits and I have flown 1000ft circuits in the the 'silver. The slowsilver's net weight is 126kg and its upper limit is around 250kg. It is extremly susceptible to getting blown around and unless you've flown one of these, I don't think you could understand just how susceptible it is. A 10 knot wind is about the upper limit. Yes indeed I have found it pays to keep a 500ft circuit tighter than a 1000ft circuit and there have been times that I found the lower circuit level to be less turbulent particularly when the wind is from the northwest.

 

Most of the land surrounding the tarmac and the grass strip is not necessarily conducive to emergency landings whether you fly 1000ft circuits or 500ft circuits. To the south is the river delta, bridges, an island dotted with power poles; not far to the east from the grass strip is a town area and dairy type farms and more power poles; to the north off the tarmac a few paddocks and then the trees start for probably about 7 miles; and to the west well that is just tiger country, with two small clearings, more power poles, a cemetery (and I don't feel like flying in there) and more waterways. I refuse to take off to the west cause there is no real option in the event of an emergency and I would probably end up parking it in the cemetery.

 

The slowsilver is in the experimental category. At last count I have done around 30 hours in this particular machine and have done around 240 hours all up. Thanks to M61A1 for the advice - it is appreciated +++.

When I first got the slowsilver I experimented with 500ft circuits and one day I powered off at the same point I normally did when flying 1000ft circuits. Suffice to say I felt abit too low especially on the turn to final near the river. So now I use some reference points which are generally dependent on whether I am using the tarmac or the grass strip which are sometimes geographical but mostly associated with the slowsilver's abilities. I generally now fly my circuits using lift from thermals to assist in gaining height cause it would appear the max climb rate is 3-400ft a minute on a good day. The slowsilver has a 447 motor and it generally chortles along at about 50-55 mph (not knots - great viewing platform but one can't rush it along). It is very susceptible to wind, turbulence, lift and any other condition that might like to prevail. Having said all that I have often found that I obtain unintentional lift on base turning final on the grass strip (I am not alone in this feat) and I do have to use some of those skills to land it.

Is there some specific reason that the circuits have to be at 500ft ?If not then I would design them to be within gliding distance of the strip for the largest amount of time possible.

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Hmmmm, good point. My Austflight bird does have the aft pan fairings, and they're very sturdy. I remember the previous owner mentioning it was an option. They do get in the way of inspection, but I have a borescope that can get in there to inspect the outside of the tube. I was actually thinking of redesigning the lower bracket (the one that both engine mount tubes bolt to and tie into the main tube. Looks to me like I could just use a longer bracket to better distribute the load on too the main tube.

Thanks for those links. The dynafocal mounts on the Titans look pretty sweet. I'll have to call them to see if they'll sell me the machined blocks.This is the way Wayne mounted the 912 on the Fisher MK1. Looks brilliant to me, and also looks like it could be adapted to the Austflight SB582. Any thoughts ?

 

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Anyone know of a source of Bing 64 carb parts. I'd guess most would suggest Bert Flood but is there anywhere else ? I can't believe how difficult it is to get an O ring for the idle adjuster. A simple part but essential.Paul Toone

Wow. The individual thing may not tell a clear story, but add them up and put them together, they most emphatically do.

But hey, let's all be that naive. It must be great. With that sort of attitude, everything is just coincidence and journalistic spin.

Objectivity is a quality lacking in our journalism, unless it's about a journalist.

Once again, go do some research.

On the internet I can find data that will support pretty much anything I want to hear.

No-one here has said he isn't guilty, and the reality is that it's not looking good for the pilot. However, the press in this country do not have a very good record of getting anything right and love a bit of sensationalism, so intelligent people prefer to reserve judgement, wait for the dust to settle, and then see what actually plays out.

Testing positive for amphetamines, leaving an altitude, being asleep and not responding to radio transmissions may well be facts, but they dont tell much of a story by themselves, and really isn't proof the the pilot was a drug dependent, reckless criminal.

Where have I been for the last so many years? I thought acceptance of a calculated level of risk was part of this scene. If they still allow bungee jumping parachute drops motorcross/ speedway etc we should be in air with the minumum of red tape. Practical safety by education and example and reasoned supervision. If we have to stay away from built-up areas etc so be it. perhaps as an interim measure all planes operate without a passenger unless that person is an instructor instructing. till all this is sorted out. Grounding the lot looks tough, though doesn't it.. Do you do brain surgery with a sledgehammer? Nev

Not in aviation, the LAME is at the top of the food chain for certifying aircraft to be airworthy and it takes longer/more experience to gain a license then a degree. The Aero E works behind a desk doing the designs Cheers

P.S. none of these statements are any reflection on Adam's suitability for the job.

TurboI think your off track. These days the majority of law comes from the various parliaments. Like all things that come from parliament it's likely to be a compromise or in language we are more likely to understand what was potentially good got turned into Bullsh!t as it was modified/corrupted to meet the needs to allow passage.

 

The reason for that statement? It's not up to lawyers to explain why we have the legislation we have, I believe it's the pollies that need to provide that explanation. Perhaps the point of confusion is that so many of the pollies come from a law background

 

Andy

Perhaps a major factor is the tiny wheels these slippery aircraft are fitted with. Never intended for rough strips, it may be safer to pop the chute.I was mystified by the pilot's description of the launch sequence: "The chute went off like a missile out the back of the aircraft and made a hell of a noise. We came to an almighty stop and the plane went into a nose down attitude as the parachute inflated. "About six seconds later the line cutters (small explosive devices) at the back of plane went off, levelling the aircraft."

 

What was that all about?

Yea, it doesn't matter what engine, that sort of flying is deadly.. And you will excuse me if I dont buy the stats you claim. There are lies, dam lies and statistics.. The average Australian has less then 2 arms..;) Thats a fact that doesn't represent the true story;)

In a 2stroke? Your braver man than me. ;)

If they turn up with a "sports exhaust" in a cloud of burning rubber taking up two parking spaces, do you send them solo early?

FL said:

 

Being a truck driver I also should not comment due to the sheer amount of stupidity I see on the road all day long. The vast majority of car drivers drive to a reasonable standard, but its the "few" that really stand out that are truly dangerous. Often I think their issue is the failure to think beyond themselves, wether that be road conditions, traffic or what we all know as human factors.

 

The issue of car drivers is well established but I have an issue with truck drivers who drive to the same standard. They are bigger and do more damage-a lot more. A small car tailgating me is an irritation but a big truck truck driven by a "professional" makes me wonder which corn flakes package he found his lic.

Since takeing up flying I spend more time "pre-flighting" my car

So I love flying and want more of it, I let my wife do the driving, she likes it and I'd rather read a book or play on the laptop/tablet....The quicker they make a computer do all the driving work the better for all of us in many ways in my opinion. A good example is cross city driving, when a car is connected to the grid and able to communicate with all other cars then red lights I think will become a thing of the past, cars will all schedule their time and speeds to ensure no conflict and probably no stops. Speed limits that are in place to represent the safety required for the lowest common denominator driver will now have no real lowest common denominator so can be what it needs to be to be efficient and safe. Fatigue....wont really be an issue then.....Flying however.....Dont want all of that for flying!!! even if it is just as achievable....

 

Andy

A correct mindset is important. Some bad aspects of driving would be indicators for flying. Attitude doesn't just refer to the orientation of the aircraft. I have met a few who should not fly, but not an overwhelming number, so perhaps some effective training is the reason. I have seen some shocking car drivers. Nev

When the Champ refuses to start after pulling thru more than 4 blades, it gets called "Bast#rd" !

I have my vinyl rego number ready to put on my new skins, I got them to also make the name for the side of the Drifter pod.....as my wife always referred to ultralights, it's my "Death Machine"