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BirdDog

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Everything posted by BirdDog

  1. BirdDog
    Cootamundra. Such a nice AD too, and very well positioned to go pretty much anywhere.
  2. BirdDog
    It's the reason I chose to relocate my bird to another AD not far. The culture there is septic!
  3. BirdDog
    Grab a Sydney VNC and have a look at the green strip that runs up the coast past Sydney. (From Bundeena to Long Reef) It's an area that demands we stay UNDER 500ft over the ocean to get through the busy Sydney airspace.
  4. BirdDog
    That was the point of my post. Victor 1 makes us break the rules, but so many I know have done it. I haven't yet, but would love to! Although the idiots with drones are making it a bit of a dance with the devil.
  5. BirdDog
    Unless it's Victor 1. ;)
  6. BirdDog
    I have always run mine on 95 (last 3 years) and it runs like a dream! The Rotax manual states 95, and it's even on a sticker at the fuel tanks, so I will certainly stick with that. Back on track though, a lot of what I am reading and the research I am doing is stating that the engine should be fine to run past the 15 year TBO. With good maintenance, and rubber replacements etc, it should be good to go!
  7. BirdDog
    Oh. My fuel burn is about 18L/hr
  8. BirdDog
    Thanks Skippy. That's great info. 98 Ron. Hmm. All of my manuals state 95. Very interesting. Your fuel burn is amazing. I have an in flight adjustable and I do similar to you. I have it pitched at full fine to climb out on takeoff at about 5500. Then cruise at about 5200 at WOT with the prop pitched up. That usually has me on about 110.
  9. BirdDog
    Nope - You are right!
  10. BirdDog
    We were in the circuit doing a number of them. The parachute plane joins on base. :(
  11. BirdDog
    Hmm.. The manual states On Condition is OK - No mention of exception s to Rotax etc. And yes, it's the latter with 2000 TBO. Hence why I think there is still a lot of life left in it yet.
  12. BirdDog
    I had a similar incident during my training - at an AD that will remain nameless, I was landing from the south, and my instructor noticed another bird directly ahead wanting to land from the north. Now lucky my instructor was on the ball, as this bird was returning from Parachute drops outside of the CTAF, so a quick Freq change and my instructor had him sorted. He was on Base, we were on final. If I was a solo student, that could of got nasty. But he is a big bird and apparently has little care for 10kts tail winds.
  13. BirdDog
    Hey all, So my bird has a Rotax 912ULS with only 320 odd hours on it. The problem is, it will be 15 years old (TBO) in 3 very short years. So I have a few questions I would love your opinion on. 1) - Would you try to offload it now, and put that coin towards a new one? OR 2) - Would you wait for the 3 years and try and offload at TBO and do as above? OR 3) - Would you keep it and run it "On Condition" as allowable under RAAus? (Private use only) I would love to hear your thoughts. The engine has meticulously maintained, with all SBs etc completed. Just scratching my head on how to proceed. I want to keep the airframe (also only 320 hours in) as it's immaculate, and I love it. Anyways... Fire away. Cheers J
  14. BirdDog
    6. "we all want RAAus to be the safest it can be" Ah, but you don't, and you shouldn't. WHAT THE??? Of course we all want it to be the safest it can be! And it probably is. I agree, RAA makes it cheaper and easier for us to all fly, and yes, that does come with higher risks, and so maybe it already is as safe as it can be. To say anyone should not want it as safe as it could be is a silly statement! Otherwise, we could forget any form of regulation and go nuts! Then it surely won't be as safe as it should be. I am new to RAA. Been here about 3 years, and I am not sure what everyone is up in arms about!! I don't know much about the leadership, as it does not really interest me. What does interest me is that an organisation has enabled me to buy my own bird, maintain it, and fly it pretty much anywhere I want (CTA aside, not that I want into busy ADs anyway) so I really don't see the problem. Someone I spoke to had a whinge about registration and membership fees - They are kidding right!!! It cost's me less for my RAA than it does for my gun club membership! SHEESH! Lastly, through RAA I saved about a thousand bucks on my Aircraft insurance. So personally, I really don't see the issue. But like they say I guess, you can't please everyone. Just my $0.2
  15. BirdDog
    Thanks Admin! Any reason I would still not be getting any email alerts? Checked SPAM, nothing there. Is there any way you can check that mail is actually being sent?
  16. BirdDog
    Yep! Sure is!
  17. BirdDog
    No, what I meant was, my flight school advised that I could not use my iPhone as a backup as it was too small. Had to be 2 iPads.
  18. BirdDog
    Hmm... Where does it say it's not for private operators. My training mentioned it all the way through it, and I was not doing commercial!!
  19. BirdDog
    Exactly what I said. Just go to preferences, and try and make a change and save it! I get that error, and I am not getting any email notifications at all. Cheers John
  20. BirdDog
    This from the CASA site... What is the minimum size for an EFB? EFBs need to be able to display information in a manner comparable to the paper aeronautical charts and data they replace. They should have a minimum screen size of approximately 200mm measured diagonally across the active viewing area. A PDA can only be used for calculations. A smartphone is not appropriate or acceptable as either a primary or backup device.
  21. BirdDog
    It appears I am not getting any notifications when someone replies. When I go into profile Preferences to try and set the alerts, I get this error - even tough all the boxes are ticked.!
  22. BirdDog
    Well, I flew over many strips last week on an epic adventure.... Let's see how good you all are. ;)
  23. BirdDog
    I am with Nev. It's why I like to start on the dead side. It gives me time to hear where everyone is, but it also lets me see from the corner of Xwind, right through to the corner of Base for any aircraft entering downwind, in downwind, or turning onto base. Also - Orbiting in a circuit (360) is a really bad idea. If things are not going to plan in the circuit, then leave the circuit. Don't orbit, as you will put yourself in places that other traffic are not expecting you to be. When craft are in the circuit, other pilots will be building a mental image of where everyone is, and that image is a big rectangle. Once you start orbiting in the circuit, that goes out the window, and NEVER turn against the circuit. Another 10 minutes in the air to reconfigure and properly rejoin the circuit is safer, and it's only 10 minutes. The bonus will be you get 10 more minutes in your logbook! :D
  24. BirdDog
    My concern is with this call... (descending to join righthand downwind RWY XY) You should not (in my opinion) descend into downwind! You should already be at circuit height before you enter the circuit. If you are overhead the field you should be one of two positions.... Either joining Midfield Crosswind, in which case you should be at circuit height coming from the dead side, or you should be above circuit height spotting a wind sock. Descending into a circuit is dangerous, as you may not see craft below you, they may not see you above them. If I have misread your post, I apologise. Cheers J
  25. BirdDog
    Hmm.. Ok... But what if on a flight, the power does not return - maybe there is no power being generated. Once the battery goes completely dead, so will the engine! That was all I was thinking. If you are close enough to the strip, might not be too much of a concern I guess.
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