Thruster88

I think the student pilot in the Dan video had done the 3? hours required for his PPL when he crashed. He was cross country solo standard. This would make a good video for RAAus student pilots as to why VMC must be avoided. I like Dan's videos because they show the human impact that these avoidable "accidents " have.

There are always backup systems on certified IFR aircraft.

University New South Wales has acquired 6 new Diamond DA40xlt aircraft for their fleet. Interesting that they went with the Lycoming IO-360 that some would call a dinosaur or lycosaurous rather than the FADEC jet A burning turbo diesel of the DA40Ng model. Cutting-edge planes take UNSW to new heights WWW.UNSW.EDU.AU UNSW School of Aviation has acquired six new state-of-the-art aeroplanes, enhancing the training experience for Australia's next generation of pilots.

Having read the coroners report it appears to me that the pilot after flying some 40 km down the Keiwa valley either inadvertently or intentionally entered Instrument Meterological Conditions after turning east over the high terrain. The jabiru 230 was then climbed to an altitude of 8697 feet before loss of control. Cloud top were forecast to be around 10,000 The report states the aircraft was not equipped for instrument flight which would be technically true. Some form of Artificial Horizon may have been fitted, a Dynon? Was it a case of, have Dynon I got this.

Please explain how aircraft in Australia with numbers on the side are not regulated.

Reading marko's initial post, he flew 25 hours since the rebuild but didn't say what if any oil consumption was.

Oil consumption would have to be very high to cause plug fouling. A Rotax 582 can eat 400ml of oil per hour no problem. Perhaps the real problem is a weak ignition, just a thought.

Would be interesting to see how the 912iS performs at altitude. What aircraft has that engine with a constant speed prop?

I looked up the pipistrel virus 121, nice performance chart in section 5.9. Ignore the KTAS, the percentage of power and fuel flow at 2,4,6,8,10,12 thousand feet is what you need. Make your own palm sized card with that data for reference while flying at altitude. Interesting how the 55% power fuel flow increases fairly dramatically as altitude increases. Carb not totally compensating, rich mixture? And engine speed (increased friction losses) to get required power at altitude.

No however without a performance chart like the one I posted above for the carburetor 180hp lycoming it is not possible to give advice how you should operate your aircraft with its constant speed? Or in-flight adjustable? Propeller at any given altitude. If you have an accurate fuel flow that could guide you while avoiding any low RPM/high manifold pressure limits that Rotax has published.

Not a good day for white shorts

Metres for altitude, yes of course, we wouldn't want the Chinese or Russians to feel left out.

AI. Would fool most .

I always like total control and help that don't get tired with wing removal. At work we have a platform with two screw Jack's for Cessnas or a height adjustable hospital bed for low wings. Even light wings get heavy very quickly.

I have always wondered about this. We know with Lycons above 7500 feet we usually have the throttle wide open (FT) as the chart I posted above shows. The Rotax 912ULS performance chart at altitude shows the 100hp engine only making about 38 hp at 7500 feet when it should be capable of approximately 75hp at that altitude. What is going on in that carburetor??? Is the chart wrong?