turboplanner

I call BS on your BS......all recreational activities in this country are in decline due to over regulation. They only still exist for those that can afford them and will do what they're told and when.

 

Your favourite word "COMPLIANCE" is all the go. They just tell us we're free, to do what we want as long as it complies with the short list of things you're allowed to do. Then you can always get training so that you're allowed to do more things in accordance with their rules. That's not freedom, no matter which way you look at it.

 

Then they wonder why it's all in decline.  

 

Before you suggest that RA is booming, just remember that a significant portion of our member numbers and flying hours belongs to overseas students starting their CPL training on the cheap, it's not recreational. It's industry.

 

Well RAA has gone from 10,000 to 13,000 members, the aircraft are highly visible at airfields and if you look at the whining on this site, it's coming from the same ones over and over again rather than the few thousand you might expect if there was drama and decline.

Yep. Quite unfair. 

the whole of the tax paying/rate paying community pays for public services for pretty much everything else but for some reason aviation gets singled out. 

I suspect it’s that “if you have an aircraft you must be rich - so you can pay. “

Good  thing sidewalks and roads get used by poor people too!

 

But the flip side is that the meagre Fees we  pay, even if everyone pays,  don’t come near to covering the costs. Often the cost of collecting the fees is more than the money recouped. So I don’t know why they bother. 

Again I think it’s the tall poppy syndrome stuff. 

 

There are fees for casual boat launching, and seasonal fees for regular boat users everywhere I launch.

......Kentucky Fried Chicken and half a dozen bottles from Captain's favourite Brown Bros cellar. (Turbo got away with more than gnomes).

The Turkish raiding party were overcome bt Turbo's hospitality. "All we get at home is cold goat!" they wailed, and Turbo entertained them with movies of the old times at Gallipoli when.....

Dear Nev,

 

When faced with an emergency (out beyond the black stump) a person should be applauded/commended, for using their initiative and materials on hand, to return home safely.

 

NOTE that I said safely.

 

Unfortunately we live in an era of risk aversion, where initiative is often condemned (what you are doing) and adherence to the "party line" /book,  religiously followed - I lament the loss of the "can do attitude" that we Australians were once famous for.

 

We have turned into a nation of sheep, where even to question the authorities, is seen as heresy.

 

Our Government is beavering away to quash dissent, punish those that do and you say you are "only the messenger" - methinks a priest.

 

The very unfortuate aspect of this thread is that it has been an attempt by some to sling some mud.

From what I can read, the action taken by the pilot was very sound. The aircraft stayed on the ground at William Creek, the issue was identified, new parts were sourced, flown in and fitted, and the aircraft returned to base.  Nothing wrong with any of that whatsoever.

You go into this country knowing that if you break down it could take a week to get a part up by road, and if you remain calm and wait, you get to continue safely and without any issues.

2. A statement like this should be followed by some sort of evidence - unless you, like so many, somehow feel the authorities are always acting in our best interests and should not be challenged  (totalitarianism).

 

He has already raised his issues with the appropriate authorities and got nowhere, which was not unexpected.

He's also posted a lot of detail in previous posts, so we've covered it pretty much in the past.

Just re-posting the same old same old isn't going to help anyone, and could put RAA in a bad light. The reason RAA gained the freedoms it has was a condition of staying out of these complex areas.

He currently flies underneath CTA, skimming the northern section of the Adelaide Hills and wants more height so he could glide to a landing area in the case of an engine failure; in most parts of CTA we don't have that option in GA either, we go or a forced landing on a golf course etc.

The Adelaide CTA is already cramped by its border with the Edinburgh Restricted area, and services both 23 on approach and 05 on departure, and any aircraft could be in a holding pattern anywhere around its boundary at any time, with heads down in the cockpit and twice the speed of an RA aircraft.

As Facthunter has pointed out, CTA compliance requires ICAO performance and establishing one isn't just a case of sticking a few pins in a map.

I don't feel the authorities are always acting in our best interests and neither do I feel they should not be challenged.  However, if you want to challenge them, you need to pull out the documentation and find the reason for the CTA in the first place, rather than basing it on an individual want to shorten a trip, or in some cases make a trip.

What is intriguing me is that in some of these cases the pilot could use his trip computer to calculate a heading giving optimum True Airspeed, fly clear of the CTA, and then turn back to the local airport.  Sure your track is indirect when you plot it on the ground, and several Nautical Miles longer, but your trip DURATION could actually be less and burn less fuel. I'm not saying that applies on every trip, but where there is a stable prevailing wind it will apply on most days.

You are just plain wrong Turbs. I can nominate vast areas of CTA which have not been used during daylight VFR conditions in  50 years. I doubt that they have been used at all.  But I am only interested in daytime VFR.

 

If I were to delineate an area, could you list the times and events where the CTA was actually used? Or was that just an empty assertion?

 

You already made you assertions known to the government and received an appropriate reaction, so I'm not going to get into it other than to say, that a daytime VFR exception would be irrelevant because IFR training  can be taking place at any time

Here's what we should be arguing...  unnecessary CTA which the airlines don't use. Surely they only need a few 50km wide lanes into and out of major airports. Yet they have far more than this, and all the extra achieves is increased cost and increased danger for those of us who don't want anything to do with CTA. 

 

1.  CTA is a long way from being just for the airlines.

2.  In the case you're flogging, it doesn't take an Einstein to know all of that CTA is required.

"The era of those magnificent men in their flying machines is reaching its sunset phase."

 

With lots of help from our-lord bureaucracy.

 

With help from them, the day of recreational aviation itself, is doomed.

 

spacesailor

 

BS

..... which disclosed that Turbo's real name was Albert, Vickie's consort, and it was Turbo's invention of, & royalties from, the "Prince Albert" which has funded his aviation pursuits since 1896 and which was also the object of his skywriting performance, that was well known as .......

 

Turbo at the coronation.

 

 

And a photo of Turbo's latest skywriting effort over Port Melbourne ....

 

 

[special Note" For anyone who wants to copy this unique skywriting design, the white bits are the easy part if you can hold a bearing and make a Rate 2 turn without losing altitude, spinning etc, but the balls and highlighting are particularly difficult, especially if there's a wind.]

P.S. that one was drawing in CTA and required about 256 separate radio transmissions to get each move approved. We all had a beer afterwards.

What stuff?

...he had explained to the New Delhi Judge that in no way was he referring to the Judge as a “two bit injun who should have bee scalped at birth” but was using the English word “trake” in it’s purest sense, as used by 19th Century Royalty, namely Queen Victoria (Vicky in Turbo’s household) to mean “float” such as a tea cup floating through the air, or in this case a dozen gin bottles, which......

Yeah! but Arron25 said there would be penalties (I assume financial) for the privilege of entering CTA  - so again what penalties may result????

 

Arron will have his own list but once you allow a crossover of product a safety authority cannot allow double standards without exposing itself to financial risk, and other unwanted trends.

For example if you allow both Lame ane L2 maintenance on the same model aircraft, not only are at risk if an L2 maintained aircraft kills someone, but you will be draining the LAME pool as they get out of the business, and that will cause the Charter industry to collapse.

For the package the self-declared medical isn’t enough. How would you feel about a class 2 and at any one time how would you know who has what medical. One of the costs, even without a change in aircraft specs is that the talk has uncovered the need for all to go to Class 2 anyway? That would be a devastating cost.

...found to contain more pee than tee, and the caravan park owner had told him he might be evicted.

"You've been driving pressurised bulldozers for too long", the Manager said " and unless to trake down that top shelf where you keep all the booze you're....

What penalties will be imposed on those not wishing to have a controlled airspace endorsement ??

 

It looks to me as if CASA are not inclined to bundle CTA access with a higher MTOW, which makes sense.

The rapid uptake of suitable existing "non GA" aircraft operating within CTA, particularly in Melbourne and Sydney are generating a track record, so CASA will be accumulating compelling evidence as to their safety level. They could use this as a decision basis.

…secret name which the Captain’s parents had never told him about.

Not many people know that Anne Drogenedes was actually Ameila Earhart.

Anne had hung around airctraft since Biggles used to take her for joyrides. In fact that’s how the work “joyride” was coined (although there were no coins involved).

When Howard Hughes started making films, Anne was a regular on the set, fixing up biplanes with a combination of super glue and baking soda when a strut broke or a rode went through the side, or even when a valve seat fell out.

Hughes decided to make a film about her, but he thought “You couldn’t call it “Anne”, and “The real Androgenedes” just didn’t sound American, so he said “Sign this contract and you’ll have enough money to fly, but you’ll have to change your name to Amelia Earhart”.  It was an offer she couldn’t refuse and as he had predicted, she became famous, so through his association with Lockheed, he provided her with the Lockheed Electra L-10E. and the rest was history………or was it?

Certainly not according to Admiral Purvis E Turbine, Turbo’s grandfather, who had told Turbo the real story of what happened, when Turbo was just five year’s old, a few months after his forst solo in an Auster J5.

Turbo is reluctant to tell the story, even to his good friend the Captain, in case it got out, but Anne Drogenedes was still alive, and……

[below: The Captain at the age of sixteen; an unmistakeable likeness.]

[Note to readers: The unfortunately photo which Captain recently posted was a Fake because (a) Turbo's dog doesn't have mange, and (b) Turbo wasn't there that night.]

Thruster's innocent.

Probably because that's the first time you've mentioned cruise rpm on the ground?

I really wonder just how necessary it really was to ground the plane. A method, perfected by aborigines, is to wind back each side of the leaking pipe, fill with water, and continue... 

 

Of course, we are constrained by legal considerations to do things the stupidest and most expensive way possible.

 

3 cheers for our legal system please.

 

Tacho time for cross country

My problem is that one side runs 20 degrees cooler than the other. The right-hand cylinders 1 and 3 are cooler than the left-hand 2 and 4.  I have tried an extender lip on the left-hand ones, to try and divert more of the prop air into the duct, but this had no effect. The hot cylinders have the upgoing prop, and they are further back. 

 

Maybe discarding the ram-air ducts and putting in a plenum chamber would solve the problem.  But apart from the uneven cooling, those ram air ducts sure do make for a tidy setup.

 

The engine does not run real hot, on climbout the max ( no 4 ) can be kept under 160 C by being careful.

 

Maybe another scoop just feeding into the hot side duct? Maybe an electric fan helping the cooling flow?

 

You told us previously the engine failed on the ground after idling for some time, and said that was your fault, but at major city airports, taxy and waiting time is a lot longer, so you could run into a situation where this will happen again. If its egt you're talking about with one side 20 degrees hotter, that's going to reflect in uneven power output putting more pressure on two cylinders. It's a pit aircraft have props or you could put some tufts of wool in the ducts and stick your head in. Maybe you could mount a small camera on the hot side to see what the air is doing. I never had any success with electric fans. What are the spark plugs telling you?

Here's the full size machine, a big brute with a loud whistle at high speed which demoralised the enemy on the ground:

Power output: 2000 horsepower

Hamilton prop: 13 feet 4" diameter

Top speed:     391 knots/ 450 MPH/725 km/hr

Corsair start up and flight

The radiator doesn't know what make of engine it's fitted to but if an engine has a radiator, it CAN spring a leak. You like Rotax's because you are selling planes with them fitted so you are hardly unbiased. Ancillaries often cause engines to fail . How one is installed can compromise any engine and NO engine is perfect. Far from it Nev

 

Take it easy, there's by no means an epidemic going on, just one aircraft needing a leak fixed.

Yes, if an engine has a radiator is CAN spring a leak, but then we have 19.5 million cars in Australia right now with radiators.

Yes ancillaries often cause engines to fail.

Yes how one is installed can compromise any engine.

Yes, if you leave the radiator cap off you can compromise the engine.

Yes is you leave the prop bolts loose you can compromise the engine.

Yes if you put diesel in the fuel tak you can compromise the engine.

How far do you want to go with this hypothetical theoryfest?

I've read an accident report somewhere that 'thistles' and other vegetation clogged a low wing aileron horn balance and caused the plane to roll and prang ............. found vegetation from a deviation from the runway

 

................. low wing ............. you'd have to try a lot harder in a high wing

 

Yes but you hit the tree branches in the high wing on your landing and takeoff rolls, and they are harder to judge.

It's amazing what a thumping wings will take.

I went out on a mail run with a pilot in a Cherokee 6 around Broken Hill which took most of the day and involved all sorts of rough strips.

On one the saplings had regrown to about one and a half metres with stems a bit thicker than your finger, but we crashed through them as two emus raced alongside us wanting to cross in front of us as they often do. Not for the faint hearted.

The joint Advertising/PR budget between Cessna and Piper was to get families into the air.

The "edge" between them was high wing vs low wing - the message being "you can get to all these exotic destinations easier and faster by air; Oh and btw you can wear a hat in our high wing design, see better etc.

Towards the end of this era, when Cessna were promoting their high wing design as allowing their aircraft to taxy from the homestead shed out though a gateway and into the paddock for take off. The Creative Director of a Sydney Advertising Agency came up with a Piper Ad which said: "if you want to drive an aircraft through a gateway, buy a Cessna, but of you want to fly, buy a Piper."

But are the students flying 60+ hours per annum each? see post #1 which is about members hours not aircraft.

 

Some students 1 lesson per week, others 2 or 3, so 60 hours is right in the ballpark.

Bob Stillwel, should read Bib Stillwell.