Thruster88

Tail boom separation about 300mm aft of the bolted join, approximately where a tail rotor drive shaft bearing would be.....

The best way to pressure test engine systems is to run the engine. This is what we do on all new or overhauled engine installations, aircooled lycons or liquid rotax. Have a second person double check all connections. First start cowl off have an observer. Stop engine check for leaks, repeat as necessary.

The initial rapid yaw appears to be to the right, this would occur due to torque driving the main rotor with a boom failure. Main gearbox jammed would result in a yaw to the left?

It looks from the vid that the tail boom failed first, the fuselage turns through about 90° very quickly, main rotor with gear box still attached separated after that.

Let's take a look back at the wonderful moments of the first day at #AEROFriedrichshafen2025! Spotlight: CA550TI, CA510I, CA510 &CA500I engines redefine aviation efficiency with high power-to-weight ratios & ultra-low fuel consumption! Integrated with electronic fuel injection, they dominate the light aviation sector & are trusted across Europe, Americas,and Southeast Asia. Visit B1-403 to explore our high-performance solutions! From their Facebook post today. Something not quite right there, or are they talking about Rotax?

Well that answers the question I had at the time, "how did this get approved ". The performance of the responsible casa FOI was somewhat lacking.

Perhaps to much reliance on the radio. This is from the report. Visibility was limited for the pilot of VH‑XKQ (departing helicopter) by restrictions on manoeuvring at the park pad and the angles of closure of the helicopters. The pilot of VH‑XH9 had sighted VH‑XKQ on the park pad and discarded that traffic as a threat, expecting to be alerted by the taxi call if that condition changed. Neither pilot had further information to target their search for the other helicopter.

Imagine taking a very good and useful aircraft like a Beech Kingair 350 or Cessna SkyCourier and adding batteries and motors to "help" the PT6 engines, the result would be a dog.

I know someone who moved a newly purchased 19-xxxx aircraft back to VH. It had previously been registered VH experimental. Not sure on cost but for him with a PPl and access to maintenance it made economic sense to not become a member of RAAus.

I think it is a FACT that no member of RAAus individually or in a group will be able to change any legal process that might happen. Life and sport&recreational flying will go on in one form or another. I have two CASA and two RAAus regulated aircraft, not concerned about RAAus future. We could be like New Zealand, just one regulator.

Not sure on Q1. Q2, at the moment only CASA license holders, RPL (with controlled airspace endorsement) or PPL or higher, with a current medical, can access controlled airspace. RAAus is working on it but it may be 1 or 2 or more years away.

High g stall, very lucky to survive that. Why push the limits?

It is an experimental amateur built aircraft.

It is important to get the correct tube, the wall thickness has to be right for the connector to work. The nut squeezes the tube against the inner piece on the caliper or master cylinders. Look up the type of brake system you have, Matco, etc, they should have the tube type listed in the parts. Also important to use the correct fluid for your system. Most aircraft use red hydraulic oil or ATF. Some use automotive brake fluid. The seals are not compatible with the wrong fluid.

A Rotax 915 would do the job at $69k aud or the 916 at $81k aud. Less the jabiru engine price it is not much more to add for a premium performance personal transport machine.