mnewbery

Want. Definitely going to make the time to check this opportunity out next time I am in the area. There is a story JB Newbery had one of these and crashed it. If anyone knows more I would love to hear about it

Aside: Why do you want ADS-B out and what can't you do without it? Any Technical Standard Order (e.g. TSO-C145 and later but not TSO-C129) compliant WAAS GPS that outputs ARINC-429 or serial RS-232 can be used. That includes Garmin GTN or GNS 430W/530W and any NMEA 0183 compliant TSO-C145 GPS. The Skyview system needs an ARINC-429 to Dynon (D9 style) converter box but it allows two ARINC-429 devices to connect. The statement about the Dynon SV-GPS-2020 ADSB out source not being guaranteed to work in Australia is correct based on Dynon's web based publications. Neither the SV-GPS-2020 or SV-GPS-250 (a cheaper version but still WAAS capable) are TSO'd. This means the yankee doodle IFR pilots can't use it either. A mode S transponder with no ADSB out will give the plane driver access to Class G and Class D airspace below 10,000 feet (A100 e.g. not yet in a flight level). These ADSB-Out transponders and the TSO'd GPS source get the plane driver access to everything else (A,B,C and E plus G and D above A100). If this is where you need to fly, say from a Class C airspace then the next time your VH registered VFR day only aircraft needs a replacement transponder it must be mode S (ADS-B capable) but it doesn't need a TSO'd GPS position source to be legal. "No source" would be ok too. I would presume without knowing that you could get away with a non-TSO'd portable WAAS GPS in a VFR aircraft below 250 knots because nobody would notice the difference. There is a loophole about not being able to regulate a device that is not attached permanently to the aircraft. Aircraft operating under IFR will only gain access to applicable airspace and all aircraft ground movements at Brisbane, Sydney etc (they use surface movement guidance and control) with ADS-B transmitting. This is as of 4 February 2016. Refer CASA CAO20.18 paragraph 9D.10 and onwards for more details. Note that TSO-C145 means "can do WAAS GPS" but WAAS does not mean "is TSO-C145 compliant". The difference is in the RAIM implementation but specifically the location output reliability. This is about the GPS source not the transponder which falls under a different set of TSO (oh oh) 's. Seriously, why go down this path?

Thanks. Didn't come up in a search for me. Oh... Now I know why

See By Dan Johnson article August 16, 2016 ByDanJohnson.com - Home Page YouTube video New owner: Air-Tech Inc. Ultralight Aircraft

The vertical location of the wing relative to the fuselage has no effect on the performance of the wing or the fuselage IN CRUISE. This is a general statement of course. Where the location of the wing has an effect on the inside of the fuselage is in the carry-through or wing box. A slender (actually "fine") wing attached as a cantilever would have a huge torque at the wing root and subsequent huge wing box. This might eat into the payload area even if it is in the roof. The strut brace can address this issue while also providing a utility path for things like wires and fluid lines. It can also provide a bit of dihedral while managing the wing flex. The inside of the wing can become a lot more simple as a result. Metal works better in tension so it makes sense to put it on the bottom of the wing. It still looks like a cop out to me.

The sump is 3 quarts but its custom for the buyers' application

More... Not in production yet but... This one has a custom half O-200. They called it the O-100 engine, using ECi parts: OSHKOSH 2016 UPDATE | Pegasus O-100 Model: DP-1 Engine Kit

SDplanes | SD-1 Minisport Rotax or slightly modified Briggs/Kohler engines are chosen. Videos are worth a look

The powdered milk factory up the hill to the east was impressive. I don't know when it will start producing but I suspect when (if) it does I think it will herald another uptick in aircraft movements. Big freight airliners. Oh to be a plane spotter in The Downs

In answer to your question, I've had a few domestic jet rides that made the grade. One recent flight proved you don't want to be in the back two rows AND experiencing turbulence in a 717. Having said that we saw the blue part of the sky for 15 minutes out of 90. The rest of the view out the window was clag and might as well have been a bit of paper from the local chippie. This flight was an all girl crew and big props for keeping the show contained in the most professional way. Looking at the amount of flex in a 717 engine pylon is distressing during turbulence. I'm not sure but I think the cowlings shifted a bit. On the lighter wing loading side I have gone zero G in a drifter a few times at 1000 feet. It's no biggie when the terrain is flat but it is usually associated with big wind gradients which make for sporty, interesting landings. I've yet to have a flight in the circuit where the weather has been marginal at the start and worsened. I plan to avoid that.

The gauges in the video tell the story

Oz does not implement UAT. Apart from this, N- registered aircraft with a UAT capable transponder will have access to IFR airspace without needing two implementations of ADSB. See CASA AIP 61/14 for example. Short answer: yes you can buy and fit a TSO'd mode S transponder plus a WAAS GPS source or a combined unit but it will have features you need to turn off because the UAT frequency 978 MHz is not reserved for that use.

A new Trig TT22 is about $3K AUD plus fitting plus the WAAS GPS source. The TT21 is the same function but has a 125 watt rating instead of 250 watt. Does it mean anything less than that amount is cheap?

Airnorth expands from Wellcamp with new Townsville flights | Australian Aviation (Blue flower. Red thorns. Blue flower. Red thorns!)

Yes its a good thing to have as a backup especially if the aircraft and avionics are old

Questions: 1. How far away from the airport tower will you be listening? 2. Do you want to use the radio for post licence activities such as requesting ground start-up, clearances and as an in-cockpit backup for when you won't or can't use ships power? If a scanner will work where you want to listen from, the two way versions will be twice the price but you will use it more. I am making do with a TTI TSC100 RA scanner but unfortunately I am near a hill so I can receive AERIS, Arrivals and aircraft overhead but not the tower (sometimes barely). The scanning function isn't great but it does what I need it do

With regard to flat six development, How much do you need to squint before the Continental O-300, the 1964 Corvair 2.7L and the J3300 start to look the same? Only two were built with a pit bearing for the spinny thing on the end. I totally support anyone who wants to cast new Corvair blocks I just don't need one myself. Product liability and a desire to cast a block with a pit bearing in it would make it "interesting" quite quickly.

The most recent is the Merc OM651 and OM654. Although it does come with a car attached to it

Austro Engine E4 - Wikipedia, the free encyclopedia Probably overkill and eye wateringly expensive

With regard to post #20, the thermo king blocks are designed by Yanmar Japan. Same with the John Deer diesel mower engines and a few other small tractor engines. The marine equivalent to the TK or TN is the 4JH, 1800cc. It's rated to 36Hp continuous in non turbo form but 52Hp at 3600 RPM for one hour in a mild turbo. The 4JH-HTE has much stronger internals and a much higher boost. We are talking over 100Hp out of 2 Litres at 3200 RPM. Still only for one hour. Continuous rating is more likes 90 HP at 3000 RPM. Book rating says 115 HP max but take this with a grain of salt. In my opinion, the only way to get something like this iron block monster to fly would be to strap the wings directly to the engine and sit on it. Not my idea of fun. This engine (which I have a lot of experience with) relies on really good cooling to keep the block and the inlet charge temperatures manageable. Have a look at the Yanmar 4TN-88 for some ideas. The biggest issue to extracting more power is the fuel spray pattern. I'll leave it at that because others will chime in about using car Diesel engines which this isn't.

CASA appoints Shane Carmody as acting CEO and DAS | Australian Aviation

From the CASA "reaction to survey" report Does this mean they don't already teach people to do their jobs - as in regulate, interview and administer?

The trick is to have some... CASA releases industry satisfaction survey - Aviation Business

It (main wing stalls first) is designed that way (canards too but the torques are the same, to the same effect and the canard stalls first) It is possible to design an aircraft where the tail stalls first. As noted elsewhere, insurance companies do not like that feature. If there is ice on the elevator, it can stall first. Look up ice contaminated tail stalls (ICTS). If the aircraft goes too fast (we are talking jet transports), something called mach tuck can occur and the front wing can mask the tailplane control. The mechanism is a shock wave that extends from the main wing back to the tail plane. This is particularly nasty news if not addressed immediately. Not particularly important for a plank wing at Mach 0.1

Foam ear plus are notch/band pass filters. They are designed to allow a window of lower impedance around 2KHz to 5KHz so you can hear people yelling at you while still filtering out the typical 40-100Hz and their multipliers from machinery plus a few other bangs and so on. Some of the noise will always get through. There are snoring ear plugs that have a different filter frequency! Its only ~20 dB attenuation (NRR) if the foam is used correctly and by itself. Using the approved OSHA calculation this would change 98 dB to 88 dB. Alternatively with foam and a headset, 88 to 78 dB which should improve the chances of hearing the radio over the engine. The radio should be able to generate over 70 dB at your ear if the amplifier and headphone are correctly impedance matched. If not and the foam earplugs don't help enough, I would definitely be looking at trying another radio. I've used Icom A22 in a Drifter through an intercom box and it was loud enough. Note: Industry sources reckon the Rotax 582 is a 70/76 dB noise source at 1000/700 feet over flight. This is pretty close to 98 dB at 1 metre. it is actually a loud engine.