Ryanm

I disagree with this, speaking as a "Jet-jockey". Yes, you'll certainly hear transmissions that are meaningless to you; but we broadcast our position/intentions when descending into Class G and approaching an Aerodrome. One day, it could be in an area that you're operating in. You, and the jet-jockey, will be glad to be on the correct Area freq.

Do you mean the CubCrafters Sport Cub?

I've never flown a Jabiru, but I'd imagine it's like most Aircraft. The general idea is to Land- Rectract the flaps to what ever setting is recommened- Apply T/O power. It all happens very quick, but there is a method to the maddness.

As others have said, it can be maintenance related and thoroughly briefed by the crew before departure. The Crew would notify the control tower if relevant. If they don't, the TWR will quickly ask if we're "Ops normal?".

Did your Airspeed/GS drop suddenly? While reading your post, Wind-Shear kept popping up in my mind. My thoughts are that an ASI error (sustained) would've become apparent earlier in the flight? You state the ASI and GPS readout were both indicating relative to each-other at all times? It could be possible that the re-rigging of the Ailerons has induced a slight yaw effect. Maybe that's why they were rigged that way initially? Interested to hear what ultimately caused your issues.

They're all airspeeds. V1 is factored for wind. It really does apply. Rejecting a take-off too late will end the same irregardless of what you're strapped to. You should have a Go/No-go point figured out BEFORE you commence the take-off. In a SE Light, an engine failure will obviously take some of the decision making away.

V1 isn't just about an engine out situation. It's a decison speed. If I have ANY issue prior to V1, I'll have enough runway to stop the aircraft on the remaining runway. If an issue presents itself after passing V1, I no longer have the stopping distance required and if I decide to stop, I'm probably going to go off the end of the runway. V1 is calculated prior to EVERY departure and includes many variables. It's factored for weight, weather, aircraft performance and config etc. The calculations are quite complicated behind the scenes. Luckily most of the hard work is done by the manufacturer and the Performance department. Aircraft acceleration is taken into account, that in turn depends on the weather, flap setting, thrust reduction (if any) etc. So they know what the airspeed should be at each point down the runway. At some point, we've used enough of the runway that a decision to stop will mean an overrun. That's all it is. VR is the rotate speed. This is also a complicated calculation behind the scenes. Basically it is the safest speed to begin rotation. Yes, we could try to rotate earlier, but I'll have to explain why the tail hit the deck. On my fleet, V1 is usually about 5-15kts less than VR, but on a long runway it's often the same speed. V2 is the speed to fly if we lose an engine once were airbourne.

Some of the best flying I ever did was Aerial Survey. Spent a long time doing laps of AUS chasing good weather. It's probably all digital now, but we were using film. You really had no idea if the images turned out alright till weeks, if not months later.

ERCs (Enroute Charts) are what you’re looking for. They’re a seperate map that shows all airspace and the freq boundaries. They’re in OzRWYS, or get a paper copy of the one you need.

Thanks for sharing the link.

This doesn’t have to be so difficult. clear of cloud will almost certainly keep you clear of icing. If you go through some rain, you could pick some up. Just stay clear (inclusive of required margins), you’re VFR.

That’s correct.

I get approximately 7.5hrs. 135- fixed reserved-10% Variable Reserve

The Aircraft AND PIC must be qualified to enter CTA, not just one or the other. No problem with the ad.

Great find Old Man Emu