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Yenn

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Everything posted by Yenn

  1. Yenn
    So Waraton now has on his records at RAAus comments that his rudder work was unsatisfactory. I would consider that to be outrageously dishonest and that instructor should have his certificate taken off him.
  2. Yenn
    I made my own bus similar to a bus comb, from sheet copper, cut to take 6mm female spade connectors.
  3. Yenn
    That Bus looks good, but I wonder about the bus bar comb. If you run say six circuits to the bus bar comb, there will have to be a connection to the battery that is bigger than the tags shown. I made my own earth bus on one plane and all was well, but extra things got added and eventually I notice the wire from the bus to the battery was showing signs of overheating. Lucky I spotted and silly that I didn't anticipate it.
  4. Yenn
    I don't advocate not studying the charts to find high points, but this forum is about forced landings. Where I fly the difference in a couple of miles horizontally can be 3000', so what use is the altimeter to you, because you are not going to know exactly what your height above ground is from the charts. By the time you have sorted out what the problem is and committed to a forced landing you will need to be using your eyes to find a suitable spot to land. Your altimeter is only a rough guide and keeping an eye on the ball would be much more effective at producing a good outcome.
  5. Yenn
    Yes you have to satisfy the bureaucrats and the other point is that you may be perfectly good at driving a vehicle, but you will not pass the test if the examiner is worried in any way. In the army it was decreed that we had to have licences to drive tracked vehicles in the depot. 20 of us took the test, I went first and passed and only one other passed although we were all good drivers. The examiner could not drive the vehicles and was put off by those who showed a mastery of the machine. I just took it very slowly and carefully. Flying is not like that, although if you really want to demonstrate your superior skill I doubt that the instructor would be impressed.
  6. Yenn
    Be very careful. If you disconnect the antenna do NOT transmit, keep your finger off the PTT, or you could damage the radio. Sounds like ignition noise, does it vary with rpm?
  7. Yenn
    I haven't been following this, but if you find yourself in conditions below VFR and know you are in strife, you are mad not to declare an emergency. Of course the reason he didn't declare an emergency was because he was convinced that he could fly through the problem.
  8. Yenn
    Skippy I agree with you. I was not doing anything other than point out that we consider driving is so easy that we can turn our brains off when we drive. Flying is still too new to us to be so blaze about it. I would disagree with your remark about teens being too young to drive. I reckon kids should be taught to drive as soon as they are big enough to control a vehicle. I started early and by 18 years old was driving massive vehicles as well as small ones. I did get one big lesson, when I was caught drifting a five ton truck around a corner and an old bloke dobbed me in. I was hauled over the coals by my C.O and that lesson has stood by me for fifty plus years. That was the same as the watch this statement by pilots.
  9. Yenn
    I think it was Merpati that I was on. I pointed out to the hostie that a bicycycle in the cabin gangway was not on. That didn't get her attention until I mentionad that I would report it to IATA if we took off. They stopped the plane and removed the bike.
  10. Yenn
    I cannot see any similarity between car accidents and aeroplane accidents. The car is easy to drive and we all do it on a daily basis. The plane is not so easy to drive and we don't do it as often as we would like. That means that when we are flying we are more attentive to what can go wrong than when we are driving car. My theory s that most road accidents are caused by inattention, no matter what the police put them down to. One of their main causes is speeding, but if you are attending to your driving you can safely handle high speeds. Aircraft accidents are a different kettle of fish. Mostly they start off by something small going wrong and rapidly compound into a major problem. The pilot does not have the luxury of just puling over an stopping, he has to control the stop and that is where he needs knowledge and reasoning ability. Sadly a lot lack either of those attributes. The lack of knowledge is apparent from reading this forum and wondering what some of the people posting really understand.
  11. Yenn
    That looks like overheating. I doubt that rings and head bolts will fix the problem and why would you suspect that the pistons are cracked. Do you have CHT info for all cylinders? How do the tappet clearances stack up if they are not hydraulic. The clearance could be different from the other cylinders, less clearance due to stretching of the valve due to overheating. Have you checked head bolt tension, especially the bolt nearest the exhaust valve? Can you get a borescope in to have a look at the inside of the cylinder, especially the exhaust valve seat area? Do you have a problem with the runnning of the engine? Are temps and pressures good? I would recommend that you don't pull anything apart, unless there is a very good reason to do so.
  12. Yenn
    You will get much better service if you go to the States and at a much lesser price. I had to replace all control cables on my Corby and to buy them in Australia was about ten times as much as from Aircraft Spruce and also a lot quicker. What really pissed me off was that the same day as the new cables arrived CASA changed their minds and allowed inspection, rather than replacement. Anyone want a set of Corby control cables, only used once.
  13. Yenn
    Oil coolers are used world wide. They allow a smaller quantity of oil to remove a greater amount of heat. The usual oil quantity is about a litre to 1000cc of engine capacity. Without the oil cooler you would need a bigger sump.
  14. Yenn
    I don't know what you mean by "use your shoulder" but I always adjust the start of my turn from downwind according to the wind direction. A strong cross wind will either extend my downwind if it is going to be a tailwind on base, or reduce my downwind if it will be a headwind on base. If I am going like a rocket on downwind I will start the turn early, so that I don't undershoot. RFguy I think you need to update your understanding of how a plane flies in a body of air. If it was possible for you to change direction 180 degrees instantaneously, it would also keep its forward speed, so there is no change of indicated air speed and no fear of stalling. Of course if you have a tail wind you can afford to lower the nose, because the sight line for a tailwind landing looks as if you are way too low, compared to a headwind landing. Where I fly I will often elect to land downwind at up to more than 5 knots, this is because I ill have an uphill landing and to land into wind I tend to just float along parallel to the downhill slope and also i have poorer visibility.
  15. Yenn
    Flying VFR I fail to see why we need to rely so much on the altimeter. I just use eyesight to see if I am high enough or too low. I do use the altimeter in the circuit for cross wind and downwind, because that puts me at the same level as others, but from the time i reduce power prior to landing I hardly look at the altimeter. The ball is much more important. My arm at full stretch is touching the screen, but I can judge best glide fairly well by how much of the horizon is hidden by the nose. It all depends upon your plane and also how high you sit in the seat. Probably the most important advice is what Corporal Jones of Dads Army said. "Don't panic"
  16. Yenn
    I reckon you are lucky to be rid of her. If that is her attitude I doubt she would have any ability to teach you to fly. Always steer clear of anyone who cannot or will not give you reasons for their decisions. My experience with instructors showed me there were good and bad.
  17. Yenn
    So what is the greatest magnetic variation on the trip? It would have to be greater than 60 degrees. I think Oz Runways are trying to pull the wool over your eyes. It is what they call a red herring.
  18. Yenn
    I only looked at the first half of the video. If electronics are so unreliable that you have to have a carbie as a spare they obviously don't have much faith in electronics. So why bother with them in the first place, just use a carbie. Cheaper, lighter, simpler.
  19. Yenn
    Every airstrip could be different. I agree that dogs can be a menace at airports, but I have flying friends who have a dog and it is no problem. as far as I am concerned it is up to whoever is controlling the strip to make the rules. I fly off a privately owned strip and a woman from a neighbouring property walked her alsation past the hangars, along the side of the strip. I advised her that the dog could be a problem and later she returned, still with the dog running loose. It decided to try to attack a plane, but the pilot shut down before the dog could reach the prop. Lots of loud words were exchanged and the owners son later berated me for my attitude, but eventually backed down when I explained what could have happened. Nobody seems to realise that the dog is at greater risk than the plane.
  20. Yenn
    It is not in the airport building, because the owners of the airport are only interested in what brings in money to them.
  21. Yenn
    The Jab 2200 pre 4 is perfectly good for the Corby. The 1600 was just OK, but a bit short on power on hot days.
  22. Yenn
    Motor vehicle advice does not apply here. One of the causes of two stroke failures was getting the CHT up and taking off. The barrels expanded slower than the pistons and as soon as you reduced power the piston could seize or possibly just leave aluminium coating the bore. I have seen pistons with tear marks down the full depth. I have also seen a seized piston which moved OK when the plane was recovered and sitting nice and cool in the hangar.
  23. Yenn
    303 degrees seems a bit wrong to me. The starting heading would be something less than 270 deg. and it would change as the flight progressed, I doubt that it would reach 303 deg even for the last leg.
  24. Yenn
    Supposedly you cannot fail a BFR, but a friend of mine did. He was flying an RAAus seaplane which has a retractable undercarriage. Doing the BFR, with the instructor on board, he landed wheels up on a grass strip. He was not failed by the instructor, who advised him he had passed. A few weeks later RAAus must have learnt about the landing and told him he had not passed a BFR and therefore he was not allowed to fly. I think the instructor has a pretty spotty record, but have never flown with him.
  25. Yenn
    Having been a passenger on Indonesian internal airline flights I would consider anything possible.
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