facthunter

Maybe not, but this acts against it being removed. Nev

Mother Nature can be a Bitch. Life is more important than property. Nev

But Oh so fussy. Some of that I think is made up to be part of the Rotax CULTURE. It's a Bl**dy Plumbers Nightmare to start with. You'd never get it past the scrutineers on a race car. Too many things near exhaust pipes unshielded and more. Costs are going through the roof for "special" bits. Carbs are cheap and nasty, unbalanced and dangerously located. Nev

I can't see the Point of continuing to comment on this in a speculative way. I started to and pulled myself up. HE made the choice. HE was a risk taker. What happened would have happened regardless of all the training he could reasonably have been given.. Plenty of our peers think THAT would NEVER happen to ME.. HUMAN Factors? THAT's a Help but not a Guarantee. "Think Aeroplane" I've said THAT a few times to students. Nev

Anyhow everything fatigues. New is best. Nev

If you do what I suggest the Motor will stay cleaner internally and therefore wear less and the EXvalves are the Hardest worked Part. I don't see much point in setting some record for Longest use. It's not a Sydney taxi. It's an Aeroplane. Nev

AND Pilots are NOT trained for it so Who's to blame? The Point IS, they once were, (in GA) THEN you have a fighting chance. Nev

Loctite is a good product. I'd trust them for the correct one for a particular purpose, or at least question it. Is it to seal OR Lock and is the temp a particular issue? Rotax are getting a bit strange in their insistence of ONE brand and name of product. Why is their engine so critical? Nev

Many pilots with only the minimum training you get these days wouldn't understand the details of what he is saying all of which is correct. When a plane has ICE on it the stalled speed can be way above what it is normally and drag , control, weight and visibility are affected as well.. Jet aircraft use engine heat (Bleed air) so can deice well but can't climb as fast and range as far with icing on. At cruise levels with Cirrus clouds there is no icing issues except fuel ice relating to fuel temps.. Nev

HERE the only SAFE pilots are dead or grounded. The rest are regarded as potential Criminals waiting to be caught. in a RIGGED justice system/ (Strict Liability). Nev

Best of luck to all our affected members. Nev

Modern engines operate at lower revs and are always Boosted with incredible torque and Power outputs and an aeroengine is built for different Totally different Parameters . . engine MASS/ Horsepower is a selling point. Nev

Why do you fly around when the pressure is lower than required? . IF you are doing testing it at height above a suitable landing place. Nev

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