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skippydiesel

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Everything posted by skippydiesel

  1. skippydiesel
    Its not so much a problem as annoying. Even the introduction of lever operation, of the carby's, is a step in the right direction. With levers operation you can have a single throttle cable, operating the carby's through the levers - probably never go out of balance😈
  2. skippydiesel
    One thing about Rotax 9's that I don't understand is why more reliable and/or effective components don't replace the following: Ducati Voltage Regulator - There would seem to be many, hopefully more reliable/durable systems, now available - why stick with the Ducati? The Bing 64 carburettors - Simple & reliable (to a point) yes but a fiddly to tune/balance and due to actuating cable changes, hard to keep in tune/balance? 😈
  3. skippydiesel
    "Ducati never made aircraft, and therefore, never designed an aircraft regulator." The Rotax 9 is mostly automotive in inspiration/origin. The brilliant part, is how its all combined to deliver a quite extraordinary power plant😈
  4. skippydiesel
    Had one for about 18 months. One small problem - it doesn't like the cold. When it first happened, I thought it was CO alarming, only to find it had basically stopped functioning. Came good when the cockpit warmed up abit. This is my second Quell. They both look very similar but the first had replaceable batteries (part of annual) and didnt seem to be effected by the cold. This new one has a 10 year battery life, much lighter than the first. 😈
  5. skippydiesel
    At least you are not calling them lobsters 😈
  6. skippydiesel
    No experince. Good looking unit with all that heat sink/cooling area. This may have been one of the units that are not available in Australia - so didn't do any research on them. The VR's with the best (on line) reputation are: CARMO CARR5115 MOSFET. (What I have.) Some mucking about with wiring. Smaller mounting "footprint" than the Rotax/Ducati, so will require fabrication of adapter mount, if you don't want to drill more holes. Does not need capacitor. Highly regarded Dutch manufacturer. Australian agent. Silent Hektik DE - Very highly regarded in Europe. Similar to CARMO, does not need capacitor. You will need a contact in Europe to purchase for you. Alternatively you may find a Euro motorcycle shop that will work with you. B&C PMR1C-14 regulator - Much loved by American pilot/owners. Probably the most expensive. Uses the recommended Capacitor. Plug & Play . Forgot to mention: If you are into fiddling & good with a soldering iron, you may be able to repair your Rotax/Ducati VR - go back through his threaded for instructions. 😈
  7. skippydiesel
    Many Europeans considered crayfish a less desirable food to the lobster. I think it was WA that came up with the idea to call then Lobsters. The rest of the World calls them crayfish. As I understand it, the name lobster was conferred, to make them a more attractive marketing proposition - particularly to the Japanese, but also other Asian markets. The true lobster have massive claws - the lobstermen put strong rubber bands on the claws, for their safety and the rest of the catch. FYI: Commercially harvested lobster species seem to mainly inhabit the North Atlantic & associated seas. Crayfish are sometimes caught in the lobster pots' - In my childhood the crays, being of little value, were used as a bait fish for lobster pots. This has probably changed in the 50 or so years since. You can call a chook an eagle, if you want, but doesnt make it soar like one (even in WA)😈
  8. skippydiesel
    That's a crayfish - True lobsters do not inhabit Australian waters. Calling a crayfish a lobster, is a marketing ploy.😈
  9. skippydiesel
    The friends, family, work mates be lining up........... for a while (?months). If my experince is anything to go by, you will eventually find yourself all alone in that 4 seater.😈
  10. skippydiesel
    "I am hoping for the increase to 3 passengers to actually happen." Why? Seems to me that its pretty well accepted (fact?) that once the initial excitement of the pilot being licensed to carry passengers and or the acquisition of an aircraft, it becomes rare for there to be more than the pilot on board ie the second seat is for that very occasional Pax, that may come along - Two Pax!!! Best purchase a lottery ticket.😈
  11. skippydiesel
  12. skippydiesel
    Like so many of us. If all else fails - I can fly down, from The Oaks, NSW, to a mutually acceptable airfield. As always, weather will dictate both do-ability & timing. 😈
  13. skippydiesel
    Fascinating - Cue has significant airport structures (from satellite) but only the one hanger (?) like building. "Now I have to submit an application to park my plane at the airport." Why? You already have the cost effective solution "..... crossed the fence, did what I needed to do...." 😈
  14. skippydiesel
    Love to fly, I have just read the Thread "Aircraft General Discussion" - "VH registered aircraft are soon to pay annual registration fees." Your perceived advantages may be being eroded by a greedy bureaucracy. 😈
  15. skippydiesel
    Interesting. If I were to depart RAA -GA; How would I access a good insurance deal - join SAAA / cost)? What is the one off cost of GA Rego? Can I transfer my owner/builder/maintenance privileges to GA? If so, is there a cost involved? I assume that RAA must be offering something attractive, otherwise there would be/ have been a mass exodus to GA . I am fairly sure that there has been a historic financial advantage with RAA and for certain, the medical requirements were significantly less demanding than GA. The changes to GA (RPL?) seem to have negated the medical advantage, what remains?. 😈
  16. skippydiesel
    All good reasons why to go GA. Seems to me that a large number of GA obviously RAA pilots have little or no interest in IFR or aerobatics There was / is no suggestion that insurance is in any way linked to Rego type. In the hypothetical, same aircraft, value /pilot experince etc comparison, it is suggested that RAA is more cost effective than GA . RAA due to their member/insurance combination, is able to deliver low cost liability insurance due to "bulk" bargaining power" . GA pilots/owners, on the other hand, is an individual negotiation with the insurer - as a consequence may be at higher cost. I stand to be corrected - GA pilots can fly with no insurance. A considerable cost saving with increased risk. You are correct - RAA pilots, should they wish, must negotiate higher levels of insurance on a one off basis. Patronising the same insurer ,that supplies the RAA basic, may produce a competitive quote. 😈
  17. skippydiesel
    Hmm! These days you can start with a 300 kg empty weight and a 600 kg MTOW aircraft= 300 kg PayLoad. A 300 kg payload is perfect dooable for two adults, all the camping gear (for two nights) & some food /cooking stuff (not for the dogs). 😈
  18. skippydiesel
    I find your comments intriguing. The RAA/CTA endorsement will come (eventually) I believe you can, with training, fly RAA/Formation (?) The aerobatic bit is probably not much of a draw for most RAA pilots but if its a deal maker/breaker then go for GA. Annual cost - Are you comparing financial apples? I have always understood the RAA membership / inclusive liability insurance, to be a strong selling point (?) The last point will be of no account to pilot/owners who carry no insurance (met one recently) 😈
  19. skippydiesel
    Saw these today https://kingcanvas.com.au/product/mk3-flat-top-crib-bag/ Very impressed with the quality Perfect to sit on the seat beside me, when on a trip. I recon they would suit most RAA aircraft with side by side seating. The manager of the factory, reckoned he could do me a deal. I thought may be my mates on The Forum may be intersted and we could all get a deal. If there was enough of us, we could even try for custom dimensions & lighter weight build. Any takers??? 😈
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  20. skippydiesel
    Just had a pleasant phone conversation with the ARO, Western Downs Regional Council, (I think he said he looks after 7 airfields) on the matter of lack of fee information in ERSA. Got to say he sounded open to the desirably of having his airfield fee schedules in ERSA. He did point out that ERSA updates don't follow the financial year, so making any fees posted therein out of sync with his (probably most) Council policy, to review/ change fees, at about this time. Anyhow there is hope for change😈
  21. skippydiesel
    I have, belatedly, checked out the web site & noted the recommendations therein. Like you, I did my GA training, about 34 years ago. Different times, diffrent language and dare I say diffrent standards. I like most humans am a creature of habit - I never payed any heed to the letters under the airfield abbreviation. Thank you for bringing this to my attention. As for the advise - I am only in the habit of phoning the airfield owner/operates when it is so instructed in ERSA OR I have some concerns about the airfield services, etc 😈
  22. skippydiesel
    White is the most boring but all round functional colour ie relativly high viz, cooler than most others, less vulnerable to UV, shows the dirt/scratches less, usually easier to colour match/repair. If I repaint my white Sonex, I think I will go for "Burnt Sienna" otherwise known as high viz yellow/orange.😈
  23. skippydiesel
    You make a string point - Not entirely analogous, to a small land plane with a particular registration number, subject to all the same physical conditions, as the same model of aircraft, with a diffrent registration. The former apparently not an aircraft , the latter apparently is an aircraft. Crazy!!! "....morphs into a “spacecraft........a “vessel” I would suggest the morphing/transition, is about a change in the physical environment that the craft must operate in. The change in environment brings diffrent handling & safety challenges. 😈
  24. skippydiesel
    All True! "If you do a CASA AFR then your CTA access is current now." BUT is the effort & cost now, for the occasional use, realy worth it starting to think not. "Victor 1 500 feet over the sea is another option." A bit of a toss up as to which rout ; Victor 1 with little time or options for a forced landing/ditching. V1 will get you to the Hunter (Southish) for a coffee at Cessnock or one of the other airfields. The Oaks - Lithgow over a high, significant area of Tiger Country (but the option to go to 7500 ft) will get you out to the West & North West If want to to go to the N Hunter or North to Armidale - more Tiger Country but still at much higher (safet?) altitudes. I have flown Victor 1 many times in my Zephyr, terrific gliding range. My Sonex not so good. V1 a much more challenging rout in the Sonex - a heart stopper yet to be achieved. I don't think Cessnock will be receiving too many RAA aircraft from Sydney, after the Lanes Entry/Exit go CTA and visa versa. 😈
  25. skippydiesel
    I have my PPL - whats pissing me off is that I have 200 hrs plus, in my Sonex (RAA) but wont be able to do my BFR in it, to stay current. Adding to my frustration, no one can give me anything but a Yes Minster style bureaucratic clap trap (Part 61) reason why not. The only reason I wanted to keep my PPL current, is the changes to the Sydney Basin airspace - making the VFR lanes of entry/exit to the north, only accessible for current CTR endorsed pilots to use. Of course I can go to my local GA flying school, hire the cheapest GA aircraft ($400/hr?) + instructor, do a few familiarisation flights (x hrs?) and do my BFR and medical - Jesus! how many dollars for so little real gaine? OR Be patient, wait for RAA to get its instructors up to CTA speed and revive my skills with them.- Will this happen in my lifetime?? OR Forget the whole matter. Use the Tiger Country rout (via Lithgow) to the north. 😈
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