Area-51

Point 1 - This post is way off track; its so far off track it does not even register... it had the hallmarks of motivation early on and is now just another forum post of speculation and meandering discussion... Its not even amusing; its just apathetically very very sad. Point 2 - RAA has some seriously questionable internal cultural rot going on at the very top, and it either gets removed now, or, continues to fester and degrade the establishment, its resources, and its public image borne by its members (the establishment's owners). Point 3 - Under the RAA constitution a minimum quorum of 10% (1000 persons) of the total members, as a group, can put forward and vote upon calling for a "special resolution - vote of no confidence" requesting the immediate removal and expulsion of either "individual", or, "all of" RAA appointed Board Members. The Board Members do not own RAA... They are Elected for a position upon the Board through member voting, or, members signing their vote over to a Proxy (aka a Board Member) - this is very bad if the Board is corrupt.. So the question that should be getting discussed here is "How will we, the rightful owners of RAA, assemble ourselves into a quorum of 1000 in order to immediately extricate this malignant toxicity from the establishment?" Solution - Sack the entire Board swiftly in one go and move on by reinstating each vacant position with an officer that is able to display a proven track record of highly respected and developed standards of Ethics and Integrity. That's what needs to happen. There is nothing to discuss about the matter. Time to flush the stinking bog down the toilet and kick the inflated hagas into touch.

Air Services don't care what an aircraft looks or performs like. They are there to provide a service to aviation via Air Traffic Control. If the aircraft has the necessary equipment to operate within a Controlled Area thats all that matters. If the PIC has the necessary endorsements to operate an aircraft within a Controlled Area that's all that matters. Consult the latest AIP for further information. Air Services may impose restrictions upon what type of aircraft are authorised to operate within specific Areas during certain periods or times. Consult the NOTAMS and ERSA for specific airfields and PRD's. Consult CASA Part91 for further information regarding Manual Of Standards - General Operating & Flight Rules, and other aircraft specific operating regulations.

Q1 - you will need to verify the following with the relevant CASA PART91 regulations to determine validity as to what "type" of aircraft can access Class D or C air space. Weight shift aircraft can enter Class D airspace providing they are equipped with a radio and the PIC holds the appropriate RPL/PPL endorsements. If the aircraft is equiped with a transponder it must activate and Squawk 3000. Airspeeds must be limited to maximum of 200kt within 4nm and below 2500'. Weight shift aircraft can enter Class C airspace providing the aircraft complies with the above Class D requirements, however a Mode-S with Altitude encoding, or ADS-B out is mandatory, Squawk 1200. VFR rules apply for both above Major City airports will not appreciate a trike holding up the big commercial planes, you may not get a clearance to land or ground taxi

Plastic aircraft can install inside the fuselage without affecting TX/RX gps/adsb. There is a GPS position offset option in Settings menu. The antenna orientation of the unit is important.

If you visit a graveyard, any graveyard, you will find so many great ideas... graveyards are overflowing with great ideas all over the world... its an unending problem, but somehow the ideas do find a place to be stored for later use....

Does this mean when it hits a hangar it will now get through to the other side and keep flying? 🤷🏽‍♂️🤔✈️

Anyone using a Stratus with AvTraffic?

Yes, thats the info required; thanks 👍

I would like to see more stories about Fly-Ins and what hobby plane builders have and can make on the kitchen bench and take with them for the cake and scone judging competitions. 😐

Mr Google says It could be an MCX or SMB style plug 🤷🏼‍♂️🕵🏼‍♀️

Agree... "just fly the plane" 👍

Read through that earlier; no specs provided; thanks 👍

Morse chain, hydraulic tensioner; backlash vibration and noise problems gone away...

Question for forum brains trust... Which antenna connector plug is used for the Stratus-3 adsb receiver? Looks like both are some kind of push fit style...

That is the assumption flying around the entire rotax community... Another assumption is the one regarding violent power pulses from the little sewing machine motor revving its guts out while producing output to the gearbox; hence gearbox dog gear function... Morse chain would be the better choice for this unit... Easier to just pay money, service machine, pay money, fix machine...

All those points above should be noted for consideration. One thing i will say is, after installing this 100hp unit that replaced the 80hp, on first start up session to check and balance carburettors the engine sounded a bit rattlee; after carbi balance it settled right down... The source of the rattle was traced to the spur gear backlash in the gearbox; at higher rpm it is still traceable as vibration... Out of all the meshing spinning and reciprocating components of these units the spur gear backlash is active to some degree. I am left believing that this is the source of first order harmonic input leading to crankcase fretting. In short it sounds bloody horrible through the stethoscope. If it was an engine that i knew nothing about and somebody brought to me to diagnose i would say that sounds f'd, needs opening up for further assessment... But alas, that's how it is, and it works, and in the bottom of the oil can we will find powdery fine magnetic dust that can be mined and turned into bespoke expensive metallic fleck paint for a custom car paint shop 👨‍✈️

Ozrunways has TAFG which is a useful tool however it does not combine departure arrival destinations together. That being said there are other Wx tool charts in Ozrunways that will present transiting conditions for the flight plan entered.

Was it a successful job interview for RedBull? ☹️

Agree. Maybe someone out there knows what percentage failure rate triggers an AD and lesser SB situation by an OEM.

Agree; not sure about percentages but many Series-1 units are still flying on condition without any issues.

This issue was rectified with the release of the Series-2 9XX engines around 2005. The crankcase fixings were revised to M10 main bolts with integrated threaded heads and threaded M10 crankcase inserts that the cylinder studs now screwed into. Rotax offered retrofit upgrading of Series-1 crankcases at the time for a fee... Series-2/3 spec'd crankcase engines do not suffer from fretting.

This engine is 1998 production unit; again have yet to split the cases and confirm existence of fretting.

There is nothing uniquely magical about rotax or any other reciprocating engine ever made, the physics remains constant across the entire plethora of them all. A competent and very experienced engine machinist will know what working clearances applied work in the real world, and what clearances fail; repco produced a bible regarding all this in the mid 80's... In my personal opinion stretch to torque studs are a total failure in an environment of dynamic combined gross temperature variations and harmonic modal frequency changes. Within the past 40years i have seen all of them fail when used in a stressed engine scenario; but after a few factory or shop iterations the problem goes away, or the market shuns the product and goes away... A greater number of applied stud dowling in split cases along with a sufficient interface seal is what prevents fretting and associated bearing component damage.

Ok, i think i finally understand this rotax crankcase fretting stuff from a practical perspective; here is my take... The crankcase starts fretting due to stretching of the cylinder retaining studs and modal harmonic vibration at particular rpm ranges; the longer any of the modal frequency bands are maintained the more fretting takes place... As the fretting continues it is wearing away a patch of metal between the two cases; so oil begins weeping and the cylinder studs around the area loose more tension, so combustion induced waste oil also later begins weeping from between head and cylinder joint... The engine remains in free rotation until such time the loose cylinder studs are again pretensioned... then the crankcases are squeezed back together, however the distance at the crank main journal and bearing shell is now reduced thus causing excessive tightness and friction of the free rotation, forcing out the otherwise retained viscous oil film... slacking off the cylinder stud tension again relieves the excessive grip at the main journal allowing the engine to free rotate without effort again... Repair of the fretted crankcases is only possible by refacing the parting surfaces and line boring the camshaft and crankshaft bores true again.