Yenn

Same happened to me.I work on the assumption that as I can prove I paid my fees nobody can do anything about my not displaying it.

What you will see is not necessarily what happens at 5000' You are seeing what is deposited at idling, taxying speeds, unless you cut the engine at 500'.

In the Corby I accelerate to at least 80kts low down. I tried at 3000' doing the impossible turn and found that at 80 kts in climb configuration. Shut the throttle , nose down, a good footfull of rudder and aileron to match and I couldn't see any appreciable loss of height after turning 180 degrees. I know there must be some loss of height, but ita all happens so quickly I was lost. I still would not like to try it low down.

Many years since I flew at night, but I found it easier to land on an aerodrome using only the runway lights. The landing lights did not make it easier.

Not a rule of thumb, but worth knowing. Uphill runway you need to appear high on approach. Downhill, you need to appear low on approach. The first couple of rules mentioned above apply only in the Southern hemisphere. Airspeed in tens or hundreds of knots, plus 7 is angle of bank for a standard rate turn. ie 70 kts =7+7 or 14 degrees 150 kts =15+7 or 22 degrees

Could you give us an example of poorly written exam questions?

If you turn the Master switch off, you are disconnecting the battery from the alternator, generator or dynamo and also disconnecting the battery from all loads. There should not be any connection between alternator or whatever and the usual loads.

Dallas approach.

Mogas is good if you can get a consistent quality. I ran my RV4 on mogas for a short while and there was no difference in performance. I went back to Avgas because of the mogas affecting the proseal used in the fuel tank, Only ever used it in one tank and only had problems with that tank. Mogas can vary greatly in quality from different servos, which I think is a bit of a gamble.

Maybe the overweight is the 20l of water?? You may be better off with the C of G being rearwards rather than forwards so long as it is within the specified range. To have it rearwards means that there is less drag holding the nose up, which is what the horizontal stab does most of the time. When you are fighting for every bit of lift you can get, the first thing is to get the C of G aft as far as possible, so that drag is reduced and you can climb out of a sticky spot.

This is exactly what it says. Maximum demonstrated crosswind. Yhat means it is the highest cross wind speed that the plane has been demonstrated to handle. It does not mean that you or I cand handle it in that wind, nor does it mean that is the highest possible wind speed it is possible to use. Just the highest speed someone has demonstrated,

Now I can see what is wrong with RAAus.

The way I read it my medical which runs to enf of Feb next year will extend to end of August. I was going to let it lapse as I no longer own a GA plane, but then I would have normally had to tell RAAus that I was using my drivers licence medical for my flying, until my next drivers medical was due. Now I can ignore that. The same goes for my proficiency check which was my GA BFR, that can carrry on for six months.

I agree with others comments about the magazine. I doubt they will be able to keep up the quality. The first candidate Adam Scheiffers stands out as being suitable and capable. No 2 Danni Maynard is learning to fly and that is a plus, but she seems to be bogged down in human factors. I don't think we need an expert in human factors and emergency training. We already have a surfeit of them. No 3 Michael Monck has a track record we can all assess, so make up your own minds. No 4 Simon Ozanne is ex military and obviously knowledgable in safety management. He may be OK but then again he may be an expert in bulldust. They all seem to want to make RAAus grow and become a bigger empire, but do they want to make flying more affordable and less red taped than it is. Danni and Simon both seem to realise that decisions made by safety experts are not always sensible. They also seem to be interested in technology, which sometimes fails us, because we expect too much. Am I reading the candidates correctly. I have a degree in cynicism, or should that be an excess of? Possibly the candidates have pitched their sales talk in the wrong direction for my liking, but I am still making up my mind.

Those old Cessnas which didn't have modern radio had sound deadening, maybe. I flew them for twenty years without headphones and now I have deafness. We could hear the loudspeaker OK, but I doubt I would hear it now and certainly wouldn't try.

No matter what the speed a 4 point belt is better than lap sash and 5 point better still. Is lap sash or lap only legal? I would hope not.

My Corby is usually GA rego. No problems and no need for LAME to do the maintenance.

Downunder. Is the Rotax alternator really a generator. I don't run a Rotax but I thought it produced AC current which was converted to DC, rather than DC current. Usually generators have commutators and alternators have slip rings. Which is it.

Marty. There is some good advice here, but I would suggest you go to the acknowledged expert. Look up Bob Nuckolls on Google. You will see articles in Kitplanes magazine That is a good start. What we can advise here is possibly not going to cover what you need and could even be misleading. I have wired two aircraft using Bob Nuckolls techniques. My own words of advice are use co axial wiring where recommended around radios and also for the P leads. That is the leads from the magneto, back to the mag switches, also try to run them separately from CHT or EGT wiring. I see nothing wrong with an ignition switch such as used in GA aircraft, rather than individual mag switches. I have used both. Think about future needs and maybe run extra wires through the firewall or other bulkheads. For wires into the wings, consider disconnect plugs in case the wings need to come off. Make sure you have a heavy enough cable to take starter loads, It could well work when too small, but the battery has to be top knotch to keep it going and it will overheat. Take great care with the earth connections, my experience tells me that a lot of hard to track faults come back to poor earths. Consider how you will do future maintenance, you may want to be able to remove the panel. Would multi connector plugs enable you to get easier access, also how about a bit of extra wire length, for wiggle room. If you use aviation style relays, they are quite large and heavy and need to be mounted so that G loads do not cause them to contact or break contact. Wiring at the battery can be made better if you have only two wires to it and the isolation switch right beside the battery, that is if it is in a position to be easily reached. Then you have a pos. and neg. busbar adjacent, where multiple wires can be attached, Most commonly used aviation grade wire is white. It can be bought in about 7 or 8 colours, but you need to know exactly how much you need to prevent waste. It is possible to get a machine to write onto wire or shrink wrap, or you can use several colours of shrink wrap in short lengths to code each end of the wire. Have a look at Jim Weir in Kitplanes, I have seen articles about it there. Length of run of cables does affect current seriously, especially the heavy cables. Make sure the earth from the engine to the battery, which goes through the firewall cannot disconnect or come loose, if that happens all the earth return will be going through the small leads between engine and earth. Not coolUse good quality connectors and make sure there is no load on them, shrink wrap alongside any joint will reduce vibration effects. Over the years the most annoying things about my own installations have been access to the battery and trying to add extra wires through the firewall.

I used the SAAA scales and they are free to members. You have to pay freight. I got a bill for over $300, before I returned the scales. I queried as to ether that was for the return as well and was told No. I sent them back by a different carrier for less than $100 and complained bitterly that someone was ripping us off. SAAA gave me a discount on my next renewal. I think someone was getting backhanders from Toll who were the initial carrier.

Which planes are you speaking of Skippy? High speed is not always the fastest way between two points. If you have to land to refuel your high speed plane, while the slower one keeps on, then the slow one could be faster. For short runs, say less than 100 milse speed makes little difference. 70 miles at 140 kts takes 30 min plus manouvering on ground, but at 100 kts it takes 42 mins plus the manouvering. Say 38 mins ompared to 46. Not so much really.

RF guy. put yourself in Jabiru shoes. Over the years Jabiru have built up a big fleet of Australia built aircraft, even though there has been a big group of knockers trying to pull them down. These aircraft have worked well and have a good name, especially in the USA. Jabiru also sell their engines into the US market and have a good name. Go to Jabiru and tell them that you have the answer to all their problems and they may listen to you. They may also say to themselves " here comes another Knocker" I think you will need to show a really good reason for them gettign involved with another unknown "Expert" I m not trying to knock you as I think you may be onto something, but nobody likes someone telling them they don't know what they are doing an I am your saviour. You will need clea reasoning for what you propose, how it will work and why it is better than what we have at present.

No matter what, to lose the prop is certainly going to affect your C of G,. What often happens in this type of situation is that the prop is damaged and way out of balance, which gives massive vibration, just when you don't need it.

I built a single seater and wanted two seats, so I built a two seater. Too expensive to have two planes so one had to go. I now have the single seater, I miss the two seater, but not enough to regret my decision. I just like to fly. Not long distances and I am happy on my own. It all depends upon what you can be happy with. If you really want to take others for a flight, you are going to need two seats.

With a Jab engine using the Jab pump and an electric booster I would leave the pump alone unless there is evidence of it failing. Any leak through the diaphragm should exit via a drain. If you start the engine using the booster pump to fill the carbie, then shut off the booster, then if the Jab pump is failing the engine will run short of fuel. You just have to ensure that there is enough time to drain the carbie bowl of fuel, before you attempt to take off. At take off you start the electric boost pump going so now you have two pumps. Once you are up and away turn off the boost pump and if the Jab pump is failing you will lose power. Turn on the boost pump and land. If you only use the boost pump at take off and go around, the failure of the Jab pump will be apparent and you will not be in major danger.