facthunter

Warning . It's addictive. Nev

What About Flying Neighbourly and keeping people onside. ?" I CAN therefore I WILL" is NOT good enough. It's a $#!t ATTITUDE and does the Movement NO GOOD It has legitimate SAFETY concerns and there's NO Cause to be rude to a Very genuine enquirer and HERE on this forum, WE should welcome such enquiries. I've been flying since 1959 including Instructing it the type and in windy/ gusty conditions you can't reliably fly over obstacles at low heights. Not can you rule out an engine malfunction. Nev

Engine failure at take off. I think 150 Feet is a bit low to fly over someone's house. If he's so $#!t hot, he could turn between your house and the touchdown point. Can't They just realign the runway a bit. OR displace the threshold? I would NOT do it to anyone. It IS a very Light weight plane with about 80 Knots Max speed. Nev

The duster conversion is called a CERES. It Has all sorts of lift devices and the cockpit Raised Nev

Unless there's a Prohibited RPM or a torque/RPM MP/ RPM there should be no problem at all. Nev

! mm is 3937 Thousanths of an inch. Round it to 40. ' 1 MM is'004". . So what is 16 thou? Nev

I used stuff from Purple PIG years ago They had a wide selection of products to pick from ALL straights which suited Me. Mid engined race cars have similar problems. oil coolers and radiators are up the front You can lobster Back stainless tube or get sharp preformed bends from good exhaust system suppliers or makers of 2 stroke Expansion chambers. I've cut and pasted a few banana's and cross over extractor systems that don't look as good as sand filled and bent pipes. Many Pipes Are too thick. Stainless is thinner and can be mandrel bent.

Yes I thought I'd covered that. It's NOT the Pilots fault. At the same time Pilots were NOT taught spin and spiral RECOGNITION and recovery. You can only try to Imagine it IF you haven't done it. DCA at the time had to just gloss it over and live with what the Big 3 offered. The Victa was fully aerobatic, but it died here and went to New Zealand. The 100 was underpowered when I evaluated it with other instructors for RNAC. Hot days. Nev

Ordinary brake systems have cups or "O" rings the Master cylinder is similar . Either can fail. All cars have divided brake systems these days. Having to pump the brakes was common with the older systems during a hard stop. I've had one side fail on a Gazelle. There's no warning It generally happens on a long downwind taxi with the brakes applied Lightly. Nev

In earlier days Pilots had only tail draggers many of which glided like bricks. A few Airline mates of mine from QLD flew Ultralights before I did (1986) and any accidents i got to know of with these guys were due to sudden Engine failures at Low height as I recall We weren't allowed to go above 300' and Powered approaches weren't the order of the day. Also there were some pretty basic Plane registered as VH with small motor in them back in the 50's and plenty of gliding in some pretty Primitive gliders ( Kookaburra's) After about 63 taildraggers quickly vanished and the Tiger Moth was removed from the List of accepted Primary trainers. We then observed a plethora of wheelbarrowing landing incidents due to landing too fast with lots of lift providing flaps. I think this is where the never use the rudder and the pedals are for resting your feet on brigade got wings, everyone learned on Cessna, Beechcraft & Piper planes which were forgiving and easy to fly reasonably. By and Large Ultra lights are more demanding to fly for many reasons which can be discussed at length I got ONE bloke who stated initio on Jets in the Airforce. He wanted an endorsement on the tiger. I spent many hours with him. At times he wouldn't use the rudder at all on Landing and I'd have to put everything in the corner with full Power applied to avoid BIG ground Loops. The way HE had learned completely compromised his ability to relate to the DH 82's characteristics. I'm Not sure IF he ever went solo.. If I had to hazard a guess, I'd say NO. Nev

Geez we get crossed frequencies at times. Just as well we are exceptionally clever. Nev

Not at all but I've flown a LOT of different planes and KNOW you can have Brake incidents straight out of Over haul. Redundancy is an essential Part of a good design. Some U/L s don't even have brakes the DH82 Tiger Moth didn't have any brakes and I have plenty of hours in them and never had a wingman, except one time the wind was so strong I had to Keep the tail Up and power up and have 2 people hold the Wings down. My son's a crane driver. What connection Does that crane have to what I'm saying? They are not relying on Hydraulics to keep them where they are. They are locked the same as Undercarriages Have pins put in in Place before the hydraulic pressure drains away. CARS don't have hydraulic PARKING brakes. They are mechanical. I've seen a B 727 roll down the hill at Meekathara because it wasn't chocked and the Brakes relaxed as the pressure fell. I pointed it Out to the pilot who I knew. Hey Mate ( no names no pack drill) your Planes running down the Hill. (Backwards) Glad it wasn't mine. I'm giving you good GEN. FREE!! You wouldn't read it in Books. Nev

I think that would vary with individual cases. I'd' be replacing the exhaust valves on a 2000 hour ULs. and probably the rings . Nev

At the Moment the engine would not be your first priority? It will fly OK even if it has square corners. Nev

Ground checking your radio is not a bad area also. Use the services of another plane or a hand held. Don't interfere with other traffic. Make it brief and listen out first. If there's a tower they would do it It's nice to know you are getting out and readable. .Nev

Every one. You can't TRUST it. What if you are holding on the brakes just short of a run way with a feeder airliner taking Off and it creeps forward? IF you are Holding on the MAinbrakes at least you are aware of it sinking to the floor and can kill the engine. You CHOCK big stuff as soon as you stop at the Apron. Nev

Why use a high temp loctite? Sheild near parts with Copper or Al sheet and use a small propane torch on the inside of the threaded fitting. Watch out for heat going through the Pipe and exiting the other end. Make sure there's NO accelerant about. (Thinners etc). Vent the place and have a CO2 extinguisher and be aware the shield gets very cold when you pull the trigger.. CO2 is not poisonous or corrosive It just excludes oxygen by displacing it. NEW threaded parts could be Lapped with Brasso so they seal better and stop where you want them to, Don't mix them once Lapped. Nev

A hydraulic Park brake could not be considered suitable. Nev.

It was considered that once a plane was transferred to RAAus it could NEVER be returned to GA status. It's worth remembering that it was the CASA that wanted the weight to be 762. Kg. which includes the C 152 and the Piper Tomahawk If I recall correctly. Nev

Dunno about that but their leather flying suits gained weight. Nev

Pull the wings off it Make the cockpit longer Mount it as a sidecar on a big Harley and use it for Qantas Flight Steward Weddings. Nev

When CASTOR was the OIL of choice. That's where (Wakefield CASTROL) got it's Name. Nev

I think only your Neighbours will be affected spacey. Just put the windscreen wiper on the inside of the window.. Get your money's worth out of it. You could put radio Control in it.. Nev

I didn't say L1 . BACK then you had to have quite a few things going for you. Some verifiable qualifications and work experience and recommendations from Authorised Aviation Workshops etc What's the use of it IF you don't have to know much? Nev

Those Nikasil Bores don't give any trouble but rings, valve guides, stems and springs are worth checking. Rust pit on a valve spring will cause breakage later. Don't think I'd split the cases without reason . Is it the earlier 80 HP motor without the Red gear clutch? Nev