walrus

Kaz, I worked for a female sociopath and they are no less repellant than their male colleagues. Men and women have different personality traits and aggressive behaviours. Men physically fight and women scheme and lie. The result of #metoo and #believethewoman, etc. Is going to be very nasty for women; as follows: 1. No male business executive is going to mentor any junior females. 2. Male business executives will not take one on one business meetings with women. 3. Male business executives will not socialize with workplace women. 1,2 and 3 are already happening. The current climate is such that an unproven allegation against a man is enough to destroy a career in any public company. In private life, you are going to see the return of decorum and chaperones - for men in order to prevent allegations of misbehaviour that may be made ten or more years after the alleged party or event. The next thing you are going to see is the return of the class system in spades. Men will only associate with women of their own class - it’s safer for your reputation that way. This particularly relates to families who have money because they are vulnerable to the threats these days from gold diggers. On a personal note, I have one and a half young grand children who I will never associate with unless their parents are present. I will NEVER be alone or responsible for them. That is because if they turn out to be dysfunctional teenagers, I don’t want even the possibility of an allegation ever to be made against me......And it has happened to others already. ‘’This happens because there is already a social worker/ psychologist school that demonizes all men all the time and they are supported by their female colleagues in the judiciary and government. A simple meeting and a bit of coaching by a shrink and the next thing for a man is a visit from the police. The standard of proof required in making allegations is minute. Go read Clementine Ford...

Sir Cloudesly Shovell was the Admiral that had the amateur navigator hanged. He drowned when the fleet hit the Scillys - poetic justice in 1707.

Reference pages 4-5 and 4-6 of engine operators manual. If the aircraft in question ran out of voltage, then perhaps it was miswired. Some operators try to handle the logic of the system with key switch and relays. Rotax recommends mil spec toggle switches - seven of them (ECU A and B, pumps 1 and 2, start power, emergency power and start). Start power ties the two alternators and battery together and powers ECU and fuel pumps until alternators take over. You open that after start because then if the engine stops, the fuel pumps stop - which you definitely want to happen.. Similarly emergency power connects ECU and pumps to battery. That should also be normally open, else you won’t know if the alternators fail, - until you run out of battery.

I’ve seen RAA registered aircraft at airports in class D airspace. Is this routinely possible without a PPL and medical certificate?

Great video! Well done Kyle! Dunno what happened to the electrical system. If it was an injected engine, The engine shouldn’t have been running on battery at all unless the emergency power switch is selected on - which is also your cue to head home PDQ.The falling battery voltage should also have given the game away. I’d like to know what failed beyond the comment on the video : “alternator and battery”. Reference? Pages 4-5 and 4-6 of engine operators manual.

The Rotax 912 iS are electronically fuel injected. This means “no volts = no engine”. To guard against this there are two oil cooled alternators, one for the engine ECU an fuel pumps and one for the aircraft and battery charging. If alternator A fails, alternator B dumps the aircraft and battery and instantaneously takes over the engine load. If B then fails you will use emergency battery power to start and run but the draw is about 13 amps. You need to size the battery to give you 30 minutes+.

Looking at the charts,mI can’t work out if it’s possible to legally transit the Brisbane area in an RAA aircraft let alone land. I have friends in Brisbane but I can’t see how I can visit them. They also have a place near Blackbutt. Could some locals advise?

Bought the printed copy many years ago. I use the method all the time. Works great.

How much do all the VFRG electrons weigh? I want to calculate my weight saving.

Don’t know. I think it was for aircraft and pilots with RAA Permits. Expired about 20 April.

Doesn’t RAA operate under a CASA exemption that expired in April?

I just plan a stop every two hours.

That CASA Regulation is interesting.

How do you cheat at gliding? Flapping your arms?

Keith, what concerns me is that the associations don’t become miniature CASAs and then inflict pain on their members like CASA allegedly does to GA.

I hope the survivor makes a good recovery. Three points that might or might not be relevant: 1. With a constant speed prop, the engine can often make rated rpm but produce little power. Manifold pressure won’t tell you. You have to check fuel flow to confirm you are making rated power. Flow would be about 23l/h at 5800 full power. Mere engine noise won’t tell you much. Furthermore, if the prop is installed and adjusted correctly, you should be able to take off on the full coarse pitch stop at the cost of overloading the engine. 2. When the aircraft takes off it is flying relatively easily in ground effect until it reaches about 1.5 times wingspan. Climbing above that depends on power available and aircraft weight. 3. I have a 912iS, not yet flying, it has lots of redundancy. About the only things, I think, that might go wrong absent complete mechanical collapse, are air and fuel flow. On my aircraft, shutting the fuel cutoff stops the engine in about two seconds. Rotax normally supplies two fuel pumps in one assembly. Provided both were on for takeoff there shouldn’t be a fuel problem unless there was a restriction like a clogged filter(gascolator and high pressure filter) or water somewhere. The pumps and ignition use generator A and if that fails there is instantaneous switch over to generator B so if the engine was turning the pumps were running. Assuming the Aircraft had an EFIS, you would expect voltage and fuel pressure warnings.

Only listed businesses are required to close. Some like cafes can offer takeaway. Schools are optional in some states. I don’t think there is anything specific about flying schools. There is advice against non essential travel but no definition other than “common sense”. Doing a BFR involves “close contact” which is your only problem. However beauty salons, dentists, physio, chiropractors any other business not listed is allowed to operate.

Who. told you recreational flying ceases?

Aircraft type? VH?

My understanding is that aircraft that are designed and built as LSA have a design and certified mtow of 600kg. if you build something with a higher mtow that is not built by a manufacturer as an LSA, then you can get the higher MTOW. Is that correct?

Weekend course for an international certificate of competency and you can charter a yacht in europe.

And

Jet fuel is a very good insulator and that means it is a great source of static electricity- much more than petrol - which is often “dirty” so conducts. Several explosions and fires have been caused by “switch loading” - filling an empty tank that had petrol in it with diesel or jet fuel. Petrol leaves an explosive vapor and the diesel provides the spark. But back on topic, to get an explosion from fuel vapor you need to have the concentration between the upper and lower explosive limits and then supply a spark of a high energy. Fuel proof phones and radios are termed “intrinsically safe” if they can’t produce a spark of sufficient energy. All you are trying to do with bonding and earthing is to get all the gear at the same potential.

Looks to me to be a good setup. The only thing you might like to consider is using an aluminium suction side tube instead of plastic - less chance of spark production. If you are using a recognized fuel hose (ASTM - something) that should have enough conductivity to prevent static build up. Assuming your aircraft battery is earthed to the airframe and the pump frame is also earthed to negative, then you shouldn’t have a spark generating issue - except that poly pipe. If your switch breaks the positive wire, then everything stays connected after switch is off as long as you remove hose from tank before removing the Anderson plug.

How does your vane pump handle suction?