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walrus

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Everything posted by walrus

  1. walrus
    ground grabba screw ins - worked on dry hard surfaces at innamincka just fine. 10mm hex head takes a sparkplug socket - a j a box wrench and crossbar work fine. I use light spectra for the tiedown. https://groundgrabba.com.au/
  2. walrus
    I am a bear of very little brain because after reading through the new CAO 95.55, I fail to understand how the proposed MTOW increase does anything at all for existing RAA registered aircraft and their pilots. The change does seem to allow owners and pilots of VH registered sub 760kg. aircraft to switch to RAA membership without losing access to controlled airspace. I can’t see where it allows kit built RAA registered aircraft to be reclassified in a higher weight category - ‘lightweight aircraft”. that is apparently needed to get a weight increase. I must be missing something. ‘It appears as before that there is no access to controlled airspace without a full CASA licence, medical and current BFR ,Kit built aircraft are also specifically excluded. ‘I guess our leaders can see a way through all this gobbledegook but I can’t.
  3. walrus
    Guess I'll shut up and wait and see,,,,,,,,
  4. walrus
    Flying higher, I am not trying to stir people up. I hope RAA (and you) are right about medical matters. My reading of the discussion is that Avmed is still quite capable of perverting the UK and American standards into something worse than useless or worse than the current mess. They did that with the "basic class 2". Just ask the color blind aviation community about Avmed's capacity for deception.. I survived in my career by never assuming that people had my best interests at heart. Any time I hear "don't worry, she'll be right!" my BS detector triggers.
  5. walrus
    Kyle, as I read 95.55, you ( and I ) will still need an experimental C of A under 21.195A to satisfy the definition of a kit built lightweight aircraft. There are currently only 25 people in Australia that are authorised to do this and the SAAA Charge for this service is at least $700. RAA in its own right can’t award a C of A - most of the ones I’m aware of are SAAA, and I don’t. see why they would want to do anything for an RAA member. Their forms are all VH prefix as well. ‘’There is thus no current way, approved by CASA, for RAA to issue you with any approval beyond 600 kg. Oh yes, and what happens if you need a medical to drive group G? At present, you would need to (1) get your kit built aircraft VH registered, which means you need current PPL to fly it. Then convert it to RAA while keeping the 21.195 Cof A, if CASA will let you. I fail to understand why this is going to work without even more legislation because RAA has no way of issuing the appropriate C of A..
  6. walrus
    Waste of time? MTOW Useless? I hope I’m wrong but From reading the current version of 95.55, I am afraid that the new limit only applies to production aircraft with an existing C of A of some sort. Kit built aircraft already flying under an RAA permit appear to me to be excluded from the weight increase. The detail is in the definition of “lightweight aircraft” which is the only classification with the 760 kg limit and it has to have some form of C of A - an RAA flight permit is insufficient. ‘’This, if accurate, is bizarre because the same kit built aircraft has a higher MTOW if it’s VH registered with SAAA instead of RAA. - Unless RAA can issue a C of A. ‘’There also appears to be a workaround - 1. Cancel RAA registration. 2. Register as VH with SAAA at the new weight you now have a C of A. .3. Now transfer back to RAA1 ’Can someone please explain where I’m wrong?
  7. walrus
    6 degrees this morning. As the waterlogged airstrip might dry out soon, i'd better finish the annual next week. We moved a friends C182 last week - we got it unbogged and moved 20 metres before it settled into the mud again 😞
  8. walrus
    Skip, I say again, the ASIC is part of a living, ongoing, counter terror strategy. That is why it requires updating every two years. It’s not about 9/11 or yesterdays threats. it’s for the next one, whatever and whenever that may be. It’s superfluous now but one day it may be your only way of entering an airport. This much was indicated. I know nothing else about counter terror.
  9. walrus
    ASIC with its two year horizon is necessary. It’s been explained that it’s not for “now’’ but ‘’when “. Today it’s superfluous tomorrow maybe not - and then it will be too late to vet and issue.
  10. walrus
    Alternator issues perhaps? What sort of engine?
  11. walrus
    Skip, RTFM. There is a special charger for Earthx and a special reset procedure for the BMS because it “locks up “ to protect the battery. Page 34 refers……. But you already know this I’m sure.
  12. walrus
    You need to use an approved lithium battery. Rotax has guidance on this matter. There is an Earthx range specifically for experimental aircraft fitted with Rotax engines. I've attended one house fire started by a newly installed battery. The house was a total loss. The battery model was recalled. You need a solar accredited sparky to do the installation as well.
  13. walrus
    Boeing once used crushed and sieved walnut shells over epoxy for their wing emergency exit anti skid walkway.
  14. walrus
    Thank you for publishing this…… I didn’t realise this was even an issue. I sometimes share a strip with an S61 but was not aware of the dangers.
  15. walrus
    Universities and colleges are regular easy targets for lawyers because academics, while absolutely scrupulous about research ethics, are brainless commercially..
  16. walrus
    Yes, a constant speed prop may turn at specified rpm. It may also indicate full power MP and be sick as a dog. That is why you MUST check That you have full power FUEL FLOW. Revs + MP +Fuel Flow are needed to confirm full power.
  17. walrus
    I use a lithium phosphate battery for three reasons 1. Weight, it saves 10 lb. Using the old $100/lb. rule it’s good value. 2. I get very low self discharge and I can fit a battery that meets the Rotax 912 iS minimum capacity of around 30 min if I lose both alternators. 3. The weight saving nicely offsets the CS prop extra weight. 4 This model is approved by Rotax- it has dual BMSs.
  18. walrus
    Sorry Skip, old news - 2017. Still waiting. What we need is energy density per unit weight as well.
  19. walrus
    1. You can buy new drive lugs from Bert Flood. 2. The lugs are a medium interference fit and aren't pressed in but pulled in when you tighten the extension bolts. The surfaces need to be clean and dry, then apply a little duralac to the lug to prevent corrosion. 3. To remove the old drive lugs, use a suitable M8 machine screw and a washer and tube arrangement to pull them out from the rear, its not rocket science, There is no hammering or brute force involved.
  20. walrus
    What does the propeller manual say? As far as regulations are concerned you require"approved data". That is a hierarchy starting with manufacturers instructions followed by engine manual, airframe manufacturer, POH, etc. on downwards to AC43-13b. Internet website comments don't necessarily have any credibility. Having said that, my two cents worth: DO NOT over specify bolt strength because at the high strength end you may be sacrificing fatigue resistance for unnecessary tensile strength. That means your bolts may fail be cracking. My understanding from the rotax owners website is that a grade 8.8 metric bolt is fine.
  21. walrus
    Be careful! An M8 grade 8.8 bolt should be just fine. There is something else going on. Your torque wrench sounds dodgy. ‘’Furthermore, if you over specify the bolts to a higher grade, you may lose fatigue strength.
  22. walrus
    Yes, sorry I didn’t make myself clear, it is a maintenance problem that happens in humid air on the ground and makes itself known in my experience on rotation at takeoff. It happens because the filter/coalesced is dirty or torn or the drain is plugged. The picture, description and diagram show an old B737 unit - note the filter indicator on the unit. It indicates when the unit should be serviced.. ‘’The video shows an extreme case of cabin rain. It’s common under tropical conditions. We had it last month out of SGN.
  23. walrus
    youtube video;
  24. walrus
    Here is a schematic of where it happens http://www.b737.org.uk/airconditioning.htm#Water_Separator
  25. walrus
    P.S. Cabin rain generally happens on rotation. Last experienced by me in an A350 or B787 out of Ho Chi Minh (SGN) as a passenger last month. ‘Source: 6 years of analyzing reported defects in b727, 737, 767. - it still happens: “miss, there is water dripping on my head”. ‘’Solution: towels and free champagne followed by unplugging drain mast during nightly maintenance.
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