facthunter

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

Bit like GA. You CAN be alloewed to do those things. I was all set up to have L ticketing, but stopped when I was informed I'd have to sign off anyone who fronted. With flying I don't Trust the word and capability of a lot of people and would choose to reduce my chances of Losing my House by having nothing to do with them. Some would even muck up a NEW plane in no time. Wouldn't trust them to put a fuel CAP ON. It's NOT a given that everybody thinks AEROPLANE. Nev

How long has it been sitting? Any sign of rust on the valve springs? You may not wish to bother with this at this time.Nev

Purging is only used to prevent over filling and /or get an accurate measure on the stick. With a new engine it will quickly achieve good compression seal and will be slower to check than a motor with a few 100's of hours. Pull the prop over slowly to allow the compression to pass the rings and push the oil back. Prime the engine fully before the First run. IF you do a lot of ground runs get it properly HOT if you can. Condensation in your motor does it no good. Cut open your oil filter and inspect it at every oil change especially the first one. With new oil in the tank I'd like to ensure there's no air in the system before restarting the Motor. Nev

Expect the Oil tank to vent oil at negative "G". It's a good idea to reduce power after a negative G experience till sure the Oil pressure has stabiliser. Flight profile permitting. That applies to any Non aerobatic Oil set up. Nev

IF an engine has overspeed limits specified (and they all should) There is usually ONE for up to five minutes (Engine strip and check certain items) and an absolute another one IF exceeded at all. Scrap it. No IF's or buts. It's been stressed beyond design Limits. It a part of an aeroplane that no longer meets specs.. Nev

On many of them. YES. It's meant as a Joke. A lot of bikes do have KILL switches. ie Speedway. and Older stuff. Nev

You set those figures by adjusting the Pitch stops. IF this is not done properly, your prop is not safe. It CAN overspeed and not allow you to have a safe stall margin. Nev PS COARSE.