walrus

No blame reporting culture doesn’t exist any more. Two examples from my time as a student in GA not RAA. 1. Do not use a rag or wad of paper to plug ANY orifice during maintenance, use a correct plug or fitting. That one resulted in a fire, $12000 damage and a few dinner party stories. When the smoke started, I did a very neat circuit at 200 ft while my instructor did the radio. My understanding is that one may have been written up as a “random” bit of paper being blown into an unfortunate location so as not to reflect on LAMES. 2. Do not EVER do touch and goes with flaps when learning STOL techniques on short unimproved airstrips without determining your climb capability. . Plan for a full stop or go around from a safe height before you are committed. That one nearly killed me and my instructor. It should have been written up and even perhaps published. No written report was produced because it would have been an admission that the school and its instructors were less than perfect. The instructor is now in jets.

As long as the Icom is approved you should be OK. How did you get approval to fly in class D airspace in a “19” registered aircraft?

KR Aviator, the issue with the virus is not it’s lethality but the dynamics of pandemics. The rate of infection without mitigation (blunting the peak, smoothing the curve) ensures that the healthcare system collapses. When that happens, no one gets medical attention for anything. Supply chains instantly freeze up and our society collapses. Think 100,000 people trying to get medical attention for their wives/grandparents/children at once. Do the statistics. No medical services, therefore no workers, supply chains operate just in time systems. When they go down, no food, no fuel, no energy, no job. No country is more than three meals from revolution. Police are monitoring supply chains very carefully since the start for this reason. The authorities are trying to keep us balanced on a knife. edge - no jobs vs. no societ.

The Rotax engines are used in American military drones.

......and I’m assuming WGS84, not AGD whatever for the datum. From experience, you can overnavigate by fiddling around with this stuff. The surveys for almost all VFR charts predate GPS and you should be prepared for features to be up to a few miles out of position compared to GPS. So please continue to navigate, not just follow the magenta line. ‘Certified ’Airport positions should be accurate but don’t assume anything else is.

Mhalc, rememyer that an engine is a pressure device where hot gas flows to low pressure - the exhaust. The pressure drop from piston to atmospheric produces the power. At altitude there is less exhaust back. pressure.

Thruster.....because you open the throttle more as you climb.

The only cautionary comment I’ve had was from a LAME who warned to keep a spare set of carbon brushes handy as they do wear down in service. Apart from that, the quality of mine is superb and all ground testing has been perfect. I checked blade tracking yesterday and the total difference is less than a quarter of a millimeter or less - too small to even measure accurately unless I wanted to use a dial gauge. You MUST fit a MAP gauge AND a fuel flow gauge. The first is required by Rotax because you CAN overload the engine if the prop is mishandled. SL - 912 -016R1 section 3.1.3 refers. The second is a matter of safety. It is possible to have an engine producing takeoff rpm and correct MAP but producing SFA power if fuel flow is restricted. You must see correct fuel flow and MAP to assure required power.

No disagreemenT, you are just up for about $600 for a ppl bfr and another $300 for the medical. Followed by $300 for the ASIC. Simply to use a few miles of track occasionally and access some airports in your two seat aircraft. We truly are idiots.

I guess you can go through the restricted areas when not activated, but the circle around the airport reverts to class C when the tower or military use is inactive. What a mess.

It’s not clear to me if RAA aircraft piloted by a certificate holder can transit VFR corridors through C or D airspace. I’m thinking in particular of Williamtown. Then there are the corridors through danger and restricted areas as well. For example near East Sale. There is an OZ Stol event later this year North of Newcastle (Wallis Island) that got me interested, However getting there from the South might be problematic.

Sounds like amateur built it is. The kit manufacturer leaves the engine, propeller and instrument fit out up to the builder.

Clan anyone help with the classification of aircraft for RAA purposes? LSA - built by manufacturer. - 600kg mtow. Amateur built? What is the difference between that and a kit built design that is capable of being an LSA? Then there is E-LSA.... The kit has a choice of firewall forward engine and propeller options. Where do they fit? The technical manual is unclear where they fit.

Anyone have a link o the previous version of the RAA Technical manual?

Foreign students are required to achieve a pass at ”Cambridge Level two English”. The training they buy to achieve this qualification is verging on fraudulent. Most eventually get it sort of OK if they persevere. I still remember “which one are you? Waggle your wings! ...from YMMB tower.

Kaz, these days I can’t even reply to your post without getting vilified or victimized.

Kiter, so you can fly into class D airports out of tower hours in your home built? Is this situation ever going to change?

Kaz, I worked for a female sociopath and they are no less repellant than their male colleagues. Men and women have different personality traits and aggressive behaviours. Men physically fight and women scheme and lie. The result of #metoo and #believethewoman, etc. Is going to be very nasty for women; as follows: 1. No male business executive is going to mentor any junior females. 2. Male business executives will not take one on one business meetings with women. 3. Male business executives will not socialize with workplace women. 1,2 and 3 are already happening. The current climate is such that an unproven allegation against a man is enough to destroy a career in any public company. In private life, you are going to see the return of decorum and chaperones - for men in order to prevent allegations of misbehaviour that may be made ten or more years after the alleged party or event. The next thing you are going to see is the return of the class system in spades. Men will only associate with women of their own class - it’s safer for your reputation that way. This particularly relates to families who have money because they are vulnerable to the threats these days from gold diggers. On a personal note, I have one and a half young grand children who I will never associate with unless their parents are present. I will NEVER be alone or responsible for them. That is because if they turn out to be dysfunctional teenagers, I don’t want even the possibility of an allegation ever to be made against me......And it has happened to others already. ‘’This happens because there is already a social worker/ psychologist school that demonizes all men all the time and they are supported by their female colleagues in the judiciary and government. A simple meeting and a bit of coaching by a shrink and the next thing for a man is a visit from the police. The standard of proof required in making allegations is minute. Go read Clementine Ford...

Sir Cloudesly Shovell was the Admiral that had the amateur navigator hanged. He drowned when the fleet hit the Scillys - poetic justice in 1707.

Reference pages 4-5 and 4-6 of engine operators manual. If the aircraft in question ran out of voltage, then perhaps it was miswired. Some operators try to handle the logic of the system with key switch and relays. Rotax recommends mil spec toggle switches - seven of them (ECU A and B, pumps 1 and 2, start power, emergency power and start). Start power ties the two alternators and battery together and powers ECU and fuel pumps until alternators take over. You open that after start because then if the engine stops, the fuel pumps stop - which you definitely want to happen.. Similarly emergency power connects ECU and pumps to battery. That should also be normally open, else you won’t know if the alternators fail, - until you run out of battery.

I’ve seen RAA registered aircraft at airports in class D airspace. Is this routinely possible without a PPL and medical certificate?

Great video! Well done Kyle! Dunno what happened to the electrical system. If it was an injected engine, The engine shouldn’t have been running on battery at all unless the emergency power switch is selected on - which is also your cue to head home PDQ.The falling battery voltage should also have given the game away. I’d like to know what failed beyond the comment on the video : “alternator and battery”. Reference? Pages 4-5 and 4-6 of engine operators manual.

The Rotax 912 iS are electronically fuel injected. This means “no volts = no engine”. To guard against this there are two oil cooled alternators, one for the engine ECU an fuel pumps and one for the aircraft and battery charging. If alternator A fails, alternator B dumps the aircraft and battery and instantaneously takes over the engine load. If B then fails you will use emergency battery power to start and run but the draw is about 13 amps. You need to size the battery to give you 30 minutes+.

Looking at the charts,mI can’t work out if it’s possible to legally transit the Brisbane area in an RAA aircraft let alone land. I have friends in Brisbane but I can’t see how I can visit them. They also have a place near Blackbutt. Could some locals advise?

Bought the printed copy many years ago. I use the method all the time. Works great.