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M61A1

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Everything posted by M61A1

  1. M61A1
    In my experience this is exactly what happens even if it isn't regulated. Most people in aviation have an extremely strong self preservation instinct and if they are unsure, will seek knowledge, experience and/or assistance until they are satisfied that it shouldn't kill them.
  2. M61A1
    I personally don’t object to what they want to do, but to how they want to do it. It could be so simple, but they make it so difficult.
  3. M61A1
    I don't really agree with that. It really doesn't need to be that way. There's no good reason why all recreational flying (essentially all non AOC holders) can't enjoy the same standards rec flyers currently have ( amateur built, kit built, factory built and owner maintenance etc.) The problem is that the regulators want to bring Rec flying up to GA regulation levels when the idea should be to bring private flying regulation down to RAA levels. Those countries that have tried owner maintenance on GA have found just the opposite to that which you said before. They have found it generally lead to better maintained aircraft, not worse. Done right, there's no real reason you can't operate and maintain a Piper or Cessna ( RVs and other GA homebuilts too) under the same regulations we have been flying and maintaining Drifters and Thrusters under. They aren't any more complicated than that and the general consensus is that the heavier stuff is actually easier to fly.
  4. M61A1
    Most, if not all helis have weights in the blades. These are to provide inertia for autorotation, they just happen to help if you encounter vegetation. But I agree with you very much so that use and abuse and the associated combat losses can hardly be compared to this incident.
  5. M61A1
    No, this one.... https://360rumors.com/mi-sphere-review/
  6. M61A1
    I have a Xiaomi 360, only cost a few hundred. It works really well, and has all the bells and whistles. Makes really good footage. At the moment I mount it at the top of the canopy. Really good for critiquing your flying, as you can look around at any point and check any instrument readout, pitch or roll attitude and control inputs etc.
  7. M61A1
    While I agree with this in principle, unless the inflexibility of the medical system is addressed as Bruce says, one of the biggest risks still exists. Perceived pressure, from a group that could be flexible , but won't. On a less serious note, I reckon that would be the opposite now.....
  8. M61A1
    That's him. I know his name, but I'm not going to post it online. He's still around.
  9. M61A1
    While CAO 95.55 does not make it directly clear, it does say that the stall speed must be not greater than 45 kts as determined by design standards or certification requirements. CASA's AC 21-42 contains the Light Sport Aircraft Manufacturers Requirements, and Para 2.2.1 c. is clear that Vso is calculated using CAS.
  10. M61A1
    Pretty sure there is a Thruster driver around Murgon that celebrated his 92nd a while ago.
  11. M61A1
    I don't know how many have actually taken the time to read the discussion paper, but page 7 says quite clearly that the stall speed is to remain unchanged IAW 95.55. (cut and paste from page 7) Stall speed and minimum useful load requirements The proposed amendment to the MTOW limit would not change the limitations that presently apply to stall speeds or minimum useful load requirements. Section 1.3 on pages 3/4 gives an overview of which aircraft meet the spec and those that fail because of stall speed. Stall speed as written in 95.55 is below. Bear in mind that the Advisory Circular for LSA requirements use CALIBRATED airspeed to determine stall speed. stall speed Vso is the stalling speed, or minimum steady flight speed, at which an aeroplane is controllable with: (a) wing flaps in the landing position; and (b) landing gear extended; and © engine idling with the throttle closed; and (d) centre of gravity in the most forward position; and (e) maximum take-off weight.
  12. M61A1
    Pretty sure the OP's issue was that after sitting several weeks that it felt as if it had lost compression when it was cold, firmer when hot, not that it was "stiff". Most 912s feel much firmer when hot. As Downunder mentioned the oil drains away after sitting and cold clearances can feel much different to when they're hot. I would be very concerned if it was "stiff" at any time.
  13. M61A1
    How long ago was the 20 hours? I have seen aircraft that have done 14 hours in 4 years. Sitting around can be worse on an engine than regular operation. Do a leakdown check on it when hot, it's probably fine, but it should reassure you if you are worried about it.
  14. M61A1
    I agree with cscotthendry. A leakdown test will show up compression issues. Generally the 912 feels tighter when hot.
  15. M61A1
    This is a big part of the problem. I was well on my way to reading and writing before starting primary school when I was barely five because I had parents who took the time. I have endeavoured to do the same with my kids. I have always told them "If you can read, you can learn anything", even with the internet and mobile devices you still need to know how to read to get the information.
  16. M61A1
    That's a popular misconception that most of the public have.......Got a plane, therefore you must be rich. The reality is that many of us do it a a very tight budget compared to what Joe average might spend fishing , jetskiing or 4 wheel driving. Even just drinking and smoking for that matter.
  17. M61A1
    The best way to ensure your survival is to properly maintain it and don’t crash it .
  18. M61A1
    As I said before....Not much of an argument you have there.
  19. M61A1
    Bit of a circular argument you have there......Don't want the light end of GA aircraft because they are too expensive to maintain. Only expensive to maintain because they are under GA. A Piper Cherokee is about as complicated as a Drifter BTW. The idea behind stall speeds and flight characteristics and limitations reducing risk is sound, but the maintenance argument is a hollow one that makes no sense at all.
  20. M61A1
    I was actually referring to the whole thread. I have seen it many times here and elsewhere....Someone asks a question, fifteen pages later, the question remains unanswered, but the OP's motive, viability, knowledge, and who knows what else have been questioned or derided.
  21. M61A1
    At first glance this appears irrelevant, but I think it is quite relevant...... https://www.recreationalflying.com/forums/topic/67272-how-many-forum-posters-does-it-take-to-change-a-light-bulb/
  22. M61A1
    Not in my lifetime. 1/8 SS cable in 7 x 19 is fine used with nicopress swages and thimbles with the drilled plates as used by Zenith and Savannah. If you can make them to length, small adjustments can be made with the nosewheel steering rods. A roll of 0.032 SS lockwire is cheap and you will use it for many things on your aircraft. https://www.amazon.com/Malin-MS20995C-Stainless-Safety-Lockwire/dp/B005VR49D6 The pliers are useful too.
  23. M61A1
    I have no doubt that it's possible here, but probably not allowed once CASA is involved.
  24. M61A1
    It's all part of the process Turbo, the end result will be the same. The public will lose a service so that someone , somewhere is less likely to be sued. That's all it comes down to.
  25. M61A1
    While I agree that "trial by social media" is unacceptable, tighter regulation by the ATSB and CASA will most likely kill it off all together, after which, they can tell everyone how effective their new legislation was. In reality, all they will have done is move the problem somewhere else at great cost to the public. If society really worked that way there would be many other things to tighten regs on first. The reality is that they are just trying to be seen to have done something (which might as well be "trial by social media") and screw anyone else that might actually rely on the organisation. We passed the point of diminishing return in our safety regs some years ago.
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