JimG

What I've found relevant, is that video that I have seen many times before , actually prompted me into further research into the causes and effects of spartial disorientation . From memory I think there is a full chapter on the subject in Bob Tate's HF training manual. So Motz , for me its not about fear it was more of a prompt to learn and understand more........just me though. JimG

Thoughts please, I have a 503 that i will be using in a tractor set up and it has always bothered me that the fan forced air cooling exhausts out the front of the tin covers in this application. I've read in a few places about people removing the fan and setting up a kind of air scoop and tin ducting around the heads and cylinders. As I have found nothing in specific detail of how this is made or perhaps bought, I'm hoping someone here may be able to point me in the right direction. Thanks JimG

Well done Motz, my dream would have to be AG flying but the time clock is not on my side........ cheers JimG

The smallest jobs can seem to take the longest to do, all worth it in the finish though..! Let me know when you'd like to go Drifter flying. keep up the good work. JimG

Utube have already pulled the longer version of this that shows the pilot laying on the ground in a semi conscious with some terrible facial injuries......not nice at all. Lesson here for sure. JimG

Good work Pete, looks GREAT..! JG

Any photos for us , Pete...? JG

Great topic BP2469er, initially I didn't trust myself so I made it my own rule, or standard, that I'd fly with a CFI every 5 hours and invite them to challenge me with something different for the first 50 or so hours. Needless to say i had the power pulled on me plenty of times. Then I work my way though all the RAA endorsements and I absolutely loved the challenges especially the LL endorsement.....what a blast. cheers JimG

Its a constant fight and balancing act for me..........thats life. JimG

Hi Pete, a friend of mine has some new 92mm ally barrels and piston kits that he is trying to sell. That would make it 1835cc, although you have to bore the cases for that. More power and less weight. PM me if you'd like his phone number. Keep up the good work on your build. Cheers JimG

FWIW, Air Trikes in Canada do an adapter kit with cast bell housing etc for that Honda engine. That is probably the way I'd go as I've liked their SG4 g/box for some time now. Real World Solutions (Tracey Cook) do a fully redundant EFI and ignition system (EC3) with the LS1 modual/coil units. But i suppose it comes down to whether or not you like to build your own Aero engine set up. cheers JimG

Well done Mark, brilliant scenery , one of the best places to go flying I say. Has Bill shown you Tim and Marg's strip a couple of NM east of Kilcoy, really friendly folk and a fun place to land. JimG

Thanks Ian JimG

Thanks skeptic36, some interesting stuff there. Cheers

Hi Dave, I just checked out that web site and I couldn't find those items you mentioned. Is it a case of sending him an email or is there a link to it elsewhere that you know of.? Cheers JimG

Thanks Kiwicrusader, I think that video has some really good advise. I'll be saving the link and studying it further for sure. cheers JimG

We never say 'turn back' in any of our pre take off checks, or any other brief for that mater. The last check before opening the throttle is to say out loud ' engine fails on take off we land straight ahead', that's it then go. We keep it simple, during our training we are taught that their may be the need to turn slightly left or right to a more open area and that is discussed before we enter the runway. So once we are at height it then becomes a forced landing without power where there are likely to be more options in accordance with our training and the runway may be option say if we're in the downwind leg. Just know your surroundings and take the out landing. JimG

Yeap, I'm a low time Instructor working for Kev most weekends and he absolutely does practice what he preaches , so needless to say that I get a dose of this kind of thing most weekends as well. I wouldn't have it any other way and that is why I drive 2 hrs there and 2 home again, sure i get paid a little for time spent briefing and flying but that rarely cover the fuel for the round trip. My motivation is totally focused on earning the experience and mental toughness from him to do just that in a real engine out, lower the nose and land ahead etc, and also I figure if keep flying two strokes or jabs long enough I'll be joining the group of pilots who've had to do it. Sometimes he does come across as subtle as a sledge hammer but being a lifetime AG pilot (retired now) and seeing many people over the years come unstuck has lead him to be so uncompromising in keys issues like this. Teaching people to fly safely and survive whatever their goals are in aviation is his real agenda. I wasn't surprised to see his 'one liner' near the end of it as he has many that he uses all the time. Another favourite of mine is when a student learning is using rudder to try to hurry the turn, the saying is 'your not flying in balance, do you want to spin,crash,burn,die' or 'if you think that is inconvenient,think about how inconvenient a funeral would be for your family' of course these are always just before or after a thorough explanation of the situation. And yes, I'm never left wondering if my performance as a pilot or instructor are good , bad or otherwise.............. Cheers JimG

I'll try again later to load the pic........any tips out there on the best way to do this..?

Thats great Phil, I hope you enjoy building your project. Remember a journey of a thousand miles starts with a single step. I've been told by successful builders that the key to success is to try to do something on the project a couple of times a week , every week. What engine do you plan on using, tell me if i remember right , was this aircraft first built with a model 'T' ford engine..? best of luck with your build JimG

Well, I'm happy with my arrangement and how things are progressing. Being a low time Pilot/Instructor, I'm not young , have no intentions of airlines or commercial, I definitely don't do it for money (it usually costs me more than I get paid) so that only leave flying and helping people learn to fly,that's it, that is where I get my reward and let me say I get a big kick out of it and find it very fulfilling.! As far as safety is concerned my CFI is a hard task master and my instructor training with him was like being in a boot camp, he taught how to recover the Drifter from extremely bad situations , attitudes and at low level as well. So I feel very confident to recognize and recover from student mishaps . I know that most of the posts here would imply my experience is a long way short of what most consider reasonable and would most likely not want themselves or their relatives to fly with me and I respect that, but this also reminds me of 20+ years ago when I had a workshop and people would leave their cars with me and tell me most definitely not to allow the apprentice to work on there cars. One day I asked one of these people 'just who do you reckon is going to work on your car in 15 years from now if no apprentice is allowed to work on them today '. Yes ,yes I know, this is a lot more serious than someone working on a car but I hope you get my drift. My 2 cents JimG

While I agree that 75 hrs PIC does seem a little shy on experience to instruct , I believe a person with the right attitude can do a good job of it. The RAA ops manual sets out a system where by a new instructor can only operate under the direct supervision of a CFI and cannot authorize any student for first solo or subsequent solo, also they are subject to regular check flights with the CFI as well as any student of the new instructor must have a check flight with the CFI at regular intervals . So an instructor until he/she has work up to and passed the criteria to become a senior instructor is very much under the wing of a CFI . I'm a low time pilot (260 hrs) , have an instructor rating and am training students under the watchful eye of my CFI and I feel what we are doing for our students is very much a team effort where I am continuing to learn and passing on to the student the wisdom I've pick up from from the CFI ( 20,000 hr AG pilot) along the way . The CFI is quick to fill in any gaps created from my inexperience so I believe the system works well and we all progress. I've learned that there is a huge difference in how each individual takes in and retains lessons learned on how to fly and this is a big part of the instructor training which in my view is the most difficult part to manage so I'm in no hurry to make it to senior instructor and am happy for the time being to continue learning from the master and therefor giving the students the best training as a team effort. Cheers JimG

Love it, what perfect little ultralight to build and play in............just oozes Drifter doesn't it . Just like the Affordaplane and Airbike , but it think this one looks a little 'cooler' JimG

Congrats Robyn, awesome feeling I know, I remember my first solo like it was yesterday...! And good on you for choosing the Drifter to start you flying experience in, its my opinion that the Drifter is one of the best Aircraft to develop stick and rudder skills that will stay with you for flying life. Keep up the good work...! JimG

Beautiful scenery you have there , Frank cheers JimG