farri

Thanks for that, I knew about the increase to 450 kg MTOW but never knew why they did it and didn`t ever bother to find out! I remember wondering at the time if they`d only increased the MTOW figure to allow for a larger nose pod, the 582 engine and underbelly fuel tank or if they`d actually strengthened the airframe. So what is the Stall Speed and the Take Off Safety Speed, please? The figures may be different but the principle remains the same!

I have the 6.00x6 mains and the 200 pneumatic tail wheel. If I don`t hold the Drifter on the ground I`m off the ground just above the stall speed. If you`re Drifter has an MTOW of 400kg, the Take Off Safety Speed (TOSS) is 50kts, with a Stall Speed (Vs) of 36kts at MTOW, therefore, at 55kts the AC would have been well above flying speed. Flying speed and distance before getting airborne are two completely different things, the AC can be held on the ground well above flying speed. Frank.

You`re absolutely correct! I thought that was obvious without me pointing it out! Probably shouldn`t have posted about a mixmaster.

How do you know the fake product when so many well-known, reputable brand name items carry the label of the country they are manufactured in and those countries also manufacture the fake products My wife has a very well known reputable brand of a household Mixmaster for mixing cake mixes, it still goes well but she`s had it for many years, it`s quite old so a few months ago I decided to buy her a newer version of the same brand name, checked the internet, thought I`d found a good one so I bought it, cost, $240! it turned up, the first time my wife switched it on it was making a grating noise, it lasted roughly 3 minutes and started smoking, that was the end of it. Two weeks ago we were in a very reputable department store in Cairns, there was a much fancier looking Mixmaster of the same well-known brand name so I bought it! The first time she switched it on to mix, it went for roughly 3 minutes and failed! She`d had enough, went back to the store and asked for a refund, which they didn`t hesitate to give here. Frank, Ps, I kid you not about how long both went! The problem now is knowing which brand to buy next! The old one just keeps working away.

M61A1, Do you have spats, if so, do they fit ok? ...I`m interested you say you`re taking off and landing 10 kts slower than before, what do you think is the reason for that? Frank.

Just been reported on the 6 pm Win TV news up here that the red car in space is not going where it is supposed to, it`s heading for an asteroid belt...They said the rocket overshot the point where the car was supposed to have been deployed. Frank.

G`Day BP, Better? You have a new engine, WOW! which is it? At this point do you know how many liters per hour it`s likely to burn and what`s the capacity of the lower tank, please? Frank.

Turbo, In your words, "Where that is proven, its the book that needs to be changed." I thought your statement was worthy of further discussion and that I`d made myself very clear about what needed discussing by posing it as a question! To me, your reply above appears to be more of a lecture than an attempt at sensible discussion and as I`ve been flying for half of my life and know the system well enough, a lecture is exactly what I don`t need or want. Frank.

I think that statement needs further discussion...My original use of the term "Book" was a figure of speech so I`ll now point out that it`s the regimented, by the rules way of doing things that I`m talking about and in this case, flying! in my case, flying High-drag, low-momentum Ultralights. Q: How does anyone prove anything that goes against the conventional thinking of what`s considered to be the tried and proven methods and the rules made to uphold these methods, when doing anything outside of that, is considered to be dangerous and illegal? Frank.

G`Day Bob! Frances measured it so I reckon that`s right! Different story if I`d have measured it, for what I would`ve spilled. From memory, there`s been no flooding of the Mulgrave river since 2015, though and for Fran and me, this one hasn`t been too bad at all now that we`re not having to try and make a living from our land, we`ll probably loose some of our garden plants but that`ll give us the opportunity to plant new ones. The Atherton Tableland was in a bit of strife before this rain, the Dam level got down to a point where irrigation water allocations to farmers had to be reduced and for a while, there was talk that it might have to be cut off altogether! With this rain, the Dam level has risen by 1.8 meters, which is a lot of water over the whole area but it`s still 9 meters below the Tinaroo Dam spillway. The official end of the Queensland Cyclone season is the end of April so anything can happen before then and one good Cyclone (bad choice of words) will fill it...The Copperload Dam that supplies Cairns is overflowing the spillway. Frank, Ps, Please give Sal our regards.

I don`t fly by the book, I fly my Drifter my way! I use the 4 controls that are there to be used which are, Throttle, Elevator, Ailerons and Rudder... I coordinate these 4 controls as required with every maneuver I do so unless I`m just cruising along, straight and level and that`s not very often, from the time I apply the throttle at the start of my take-off run, my left hand is on the throttle at all times and I`m automatically adjusting the throttle, attitude and airspeed, relative to what I`m wanting to do, my hand only comes off the throttle after I`ve taxied back to the shed and shut down...Taking photos? That`s another story! Quote: so why is it any different when the engine spools down by itself? Well! For me, it`s not! I do a lot of gliding with the prop not turning and the only control I`m not using then is the throttle, I`m still using and coordinating the 3 other controls, though... I have no problem doing stalls, steep tight turns or various other things I enjoy doing when I`m gliding and finally, I land without re-starting until I taxi to the shed. Know your aircraft and the environment it`s flying in, Know your ability, Know where the limit is and don`t exceed it... Now there`s a challenge! Frank, Ps, I`m retired from instructing and I`m not here to teach anyone, anything, also, in no way am I suggesting, anyone do anything other than what their instructor has taught them.

The rain started in the Cairns area last Sunday and it certainly came down with a vengeance, here at home at Deeral we`ve measured 500 mls so far... Today the rain eased here and just after lunch, the wind dropped enough for me to want to go up and take some photos. The Drifter has had wet feet for a couple of days down at it`s shed but that`s nothing new and it doesn`t hurt it, when I can`t fly from there I come up to the house here and use strip 2. Frank.

Also so true! From my first engine failure to my last, the very first thing to occur was the startle reflex, " Sh!t! What`s happening? I don`t believe it!" My first engine stoppage occurred without warning, just over 500` agl and with very few hours of flying experience! The startle reflex was so bad and my reaction so instant that I just pushed the stick all the way forward, even in my high-drag, low-momentum aircraft the IAS went above VNE of 80 kts in a couple of seconds, I realised if I didn`t get myself back under control my aircraft would probably come apart, crash and I`d not survive. I got the panic back under control, slowed the aircraft up, set up a glide and did a perfect landing in a local neighbor`s cane paddock; by the time the owner came over, which was pretty quick, I`d found that I`d turned the wrong one of two fuel taps supplying fuel to the engine and shut the fuel off. It was late in the afternoon so I went home, went back the next day and flew it home. Frank.

I like to think most experienced pilots understand about atmospheric conditions and other factors at the time, that affect the performance of the aircraft when any maneuver is performed, not just a 180 turnback. What I see missing and misleading in so many discussions on what an aircraft can or can`t do, is the type of aircraft, atmospheric conditions and other factors that affect the performance of the aircraft. If the discussion is only meant to be among experienced pilots who can be expected to know about these factors then that`s probably not so bad but if the discussion is supposed to be for everyone then it includes low time pilots as well, who may or may not, understand that the aircraft doesn`t always perform equally. Frank.

I watched the Video on the impossible turn, I liked what they said and I agreed with most of what they said, however, they never made any mention of atmospheric conditions and other factors that affect the performance of the aircraft. It`s critical to remember that what can be done and works well with a particular set of prevailing conditions, one day, may not work at all with a different set of conditions on another day. With EFATO, the reality is, regardless of the skill of the pilot, the ability to perform any maneuver successfully, depends in part, on the numerous factors that are occurring at the time, however, determining the maneuvers that can`t be performed successfully and not attempting them, requires the greatest amount of skill and can`t easily be learnt by endlessly practicing with the same situation. Frank

Thanks! That`s the one! Terrible to make it across, not be able to land, try to get back and not make it. Frank.

If I recall correctly, some years ago a guy took-off from England in a Microlight, intending to cross the Channel to France, then on to the rest of the world! He never made it to across and the safety gear he was carrying was of no value to him either...Don`t recall if he or his Microlight was ever found. Frank.

Over the years I`ve flown from numerous country strips and to this day, relative to the conditions occurring at the time and the terrain ahead, once I`m off the ground and climbing I head in the direction that gives me the safest option for a forced landing! it isn`t just engine failure that can cause a forced landing! As I understand it, the regulation requires that the upwind leg be flown in a straight line to an altitude of 500` agl before commencing any turn...I`ve flown more types than can be counted on two hands and all of those could be turned safely well below that height. As for circuit funny buggers! As far as I`m concerned, the right circuit pattern is the one that keeps me and others, safest. Frank.

G`Day Steve, I`m pleased about that! I`m glad to have met you also and I enjoyed the time we spent together. I reckon you`ve made the right decission to train in the Drifter for your tailwheel endorsement, not forgetting the low-performance (LP) endo and more flying hours for your money that you`ll get. A good Drifter will do what it`s told once you know what you want from it and how to do it and Yes! Flying the Drifter can be a ton of fun! after all, Isn`t that what recreational aviation is supposed to be about?...Let`s do our best to keep it that way. Frank, Ps, Frances, myself and some of the Deeral locals, had Australia day lunch with Phil and Jeanette, up at their place.

Just had a look at your area on GE......Lovely area! Is that reddish brown area a mine? Frank.

Magic Day! Magic Place, for some Drifter magic!...Solo flying this morning and a glide home from 4500` amsl...Does recreational aviation get any better than this?.......... Frank.

Am I missing something here?..."I am pleased to report all our combined efforts have yielded one of our lowest fatal accident rates in recent years" Frank.

I`m not saying I agree with everything RA-Aus does but I came to the conclusion long ago that in any area of life, regardless of whoever does whatever, there will always be those who aren't satisfied and would want it done differently! " You can please some of the people some of the time, some of the people all of the time but never! all of the people all of the time." Be thankful only 4 RA-Aus members were lost in 4 fatal accidents last year and hope there aren`t any this year. Frank.

I thought this was worth a mention. Part of the RA-Aus Enews. Issue 41 January 2018 FROM THE CEO.......A big thank you for a small year! I am pleased to report all our combined efforts have yielded one of our lowest fatal accident rates in recent years, with 2017 finishing with the loss of 4 members in 4 separate accidents. Of course, even this is four too many but in a pursuit where there is inherent risk we can only aim for an outcome that is as low as reasonably possible and you the members have taken this on board. All in all our members performed some 400,000 movements in 2017, which makes RAAus one of the safest, if not the safest aviation body in Australia. Frank.

SPARK PLUG BOOT 45 DEGREE Frank.