BirdDog

Yeah - Did you notice plastic props and the machine was stopped before the bird sat on it. Now imagine a machine with Carbon and it does not stop. 1 damaged eagle - Guaranteed!

Yeah wow!! I have come across a number of pilots where I have asked how much they "practice" and got the response - "never, really" Crazy I think! But maybe thats because I am still sub 100 hours?? Maybe??

Oh yes... I am happy that I have it - that's for sure.

Yeah! I did a lot of reading about my 912ULS and everything I read said that they don't often suffer ice because of how and where the carbs are mounted, but mine has it, so I use it. Yes there is some talk about unfiltered air etc etc, but I would rather that than no go when I need it!

WOW! How could you not make the airfield from downwind!! 1000ft up - I could glide WAY past the field and end up on the dead side somewhere if need be!

Yeah - I hear ya Skip. I guess we can't equate for everything. I think from memory my manual and check lists states to turn it off on downwind.

Yeah man! My instructor was of a similar thinking. He asked me once.... "So, do you think we should use Carb Heat?" When I said I think the conditions might be right for ice, he said... "They installed Carb Heat in this plane, so let's use it. If we didn't need it, who cares" We even practiced what it's like to go around with Carb Heat on and a full aircraft. I could certainly feel it. I had to lower my departure angle to gain speed etc. Was good to understand the effects, and it proved it's worth not long after when I forgot to turn the Heat off and went around. My first thought was...Hmmm... Why does she seem like she is struggling! My mind went straight to Carb Heat, and low and behold, it was still on. I now have this process of verbalising "Yes, we will make it" and with that comes turning Carb Heat off. Again, another technique that came out of my training, as my instructor would always ask me... "Can we make it yet" and I had to respond.

Just take your time and don't set any deadlines. Planes come and go all the time. Keep your eyes on the various sites selling etc.

I am with Skippy, If I am up high, my top of descent into the airfield is a long way out so that I can descend with power, and with Carb Heat. Then after the flyover and windsock etc etc, I join the circuit at about 70-80kts with a full fine prop which brings my RPM down a bit. keeps the engine warm, but not working its nuts off. Back to idle at the base turn - Carb Heat off on final (once I am certain of making the field) Just my way of doing things though.

No probs. Don't be scared to ask questions - Lots of experienced guys in here willing to chip in.

As someone in the drone industry, this is just crap! The eagle is likely to come off 2nd best, especially with carbon blades attached.

I put up a post a while ago about how my purchase unfolded, but the underlying message was... No matter what machine you are going to buy, be prepared to walk away. Don't get emotionally attached to it AT ALL. That way if there is something wrong with it, or you can't settle on price, you can walk without issue. I had to have this attitude when I flew all the way to Townsville to buy mine. I was prepared to get back on a Qantas jet without it.

Whatever the outcome, make sure you fly it! If you can fly a few different machines, you might get an idea for what you like and what you don't.

Hmm... Interesting read. I was taught by a very experienced instructor, and we practiced the crap out of glide approach. In fact, I setup for it on every landing now. Recently I have been surprised at how little is being taught to new pilots, as I was put through the ringer. We practiced engine outs every where. Take off, in the circuit, over the coast, in the middle of nowhere etc etc. I good deal of attention was given to things like side slip , and how to get down quickly if running out of room etc. Forced landings were practiced heavily away from the airfield. Short field and soft field landings etc, and then mixed it up with simulated engine failures with a short field, then a soft field etc etc etc. We called it "how not to die training" Most of my landings are now all glide, with only a very occasional need for power if I have hit a good head wind on final. But a good look at the windsock and I can generally pre-empt that. I also spend about 2 hours every 3 months or so going over emergency sequences again. Forced landings, stall recoveries, side slips, soft and short fields - the whole box and dice. I own the bird so the costs are low, and I like to keep my skills up, instead of just take off, cruise and land.

I know right! They have to first get into my canopy. Then they have to bust the key lock or hot-wire the damn thing!! LOL!

Hmm.. But the knob on the end just unscrews right? Then you slip that piece off and go fly!

No it won't. I had a read of the regulations and I can't remember it verbatim, but it stated that it needs to not be a physical change to the aircraft, and be visible from outside of the cockpit. I will see if I can dig them up and post.

Oh... and it's not just at security controlled ADs. According to Regs, when unattended and not in a locked hanger. So could be anywhere I guess.

Yeah thanks, but I am not wanting to carry any more unnecessary weight in the bird, so I made my own. Total cost $4.00 Local steel bloke gave me an off cut of 50mm square section. The bottom left is the throttle lock that I bought and does not fit and I bought 2 x Hinge Pin Locaters that look like they can be easily manipulated. Re-shapped and I think it will do the job! Square section cut, and ready to be welded. Welded and now to be cleaned up for paint! - Yeah - my welding is OOOGLY! LOL! Dipped in enamel and Bob is your Uncle! Total time - 2 hours. Happy!

Yep! That's the same size as the one I have - about a 42mm internal. My throttle knob needs about 5mm more. I might have to Fab something up me thinks.

I have one very similar that I bought, but it does not fit. What aircraft did you fit it to?

Hey All, I am trying to find a Throttle Lock that will fit my Evektor Sportstar. The ones I have found don't fit my vernier type throttle. The Sportstars have a rather big end on them, and the locks I have experience simply don't fit around the throttle. It misses out by about 5mm or so. Not much, but enough! Looking for anything available commercially, or ideas to make my own. Cheers J

Thanks mate. I will give it a try and see what I can come up with and report back. Cheers J

Hi All, So I have my unit and fully tested it the other day, and it works great. Although, I have some observations. I am using Oz Runways and I was flying at a regional AD, so not a lot of traffic around, but it certainly picked up the boys overhead. I didn't get any audible of visual warnings of traffic when they appeared, but I am not sure if that was because they were not going to conflict?? Not sure how that part of the system works. The traffic appeared just like it would on OzRunways without ADSB. Same little icon. However, and here is what has me scratching my head.... You have to connect to the device with WiFi, which means the 4G data network is not operational. This means any of the OzRunways traffic (that is coming over 4G) is gone. It also means I was not able to look up METAR or FAC entry pages on the iPad. Now, I believe there is a setting somewhere in the iPad that allows for both WiFi Data and 4G Data to run at the same time, so I need to go searching. If I can get that sorted, then the system is good. Works perfectly as described. I have mine suctioned cupped to the fixed rear window of my Canopy and a lead runs down past the passenger and into the socket on my dashboard. As soon as the plane powers up, the unit powers up! I will hopefully be up again this weekend, and will give it another run. Cheers John

Along with Skippy, I also allow a few minutes of run down time to let her cool and stabilise before I switch her off. I also remove the cowl at the end of the days flying for a post flight inspection and to allow her to cool, before packing her away.