Thruster88

I would not buy that. The second pressure gauge should have the same markings as the input pressure gauge. We dont use % in aviation, it is always just a number eg 65 over 80. Manufacturers will specify a minimum number. The one RFguy linked above is the one to get. It has two identical gauges and the correct orifice.

Those $35 ones on ebay are not worth considering. The gauge showing input pressure, usually 80psi and the gauge showing cylinder pressure must be the same type. We then get the reading 75 over 80 etc. I have yet to see a rotax 912 with less than 78/80.

New GME mt610g is about $340. If you ever need it a newer one would be nice.

Have a read of the casa Airworthiness Directives. All aircraft should now have inspection panels where required for things like the lift strut attachment etc. Yes you need to look inside the wings.

The AD linked by Onetrack above does not appear on the RAAus website, there are some listed. Bit piss poor RAAus, it should be all or nothing with a link perhaps https://www.casa.gov.au/search-centre/airworthiness-directives-aircraft-below-5700kg to the casa website. For people new to aviation it can be hard to understand how it all works. Do casa Airworthiness Directives apply to non VH aircraft?

In theory with the current system there is 100% separation between IFR and VFR aircraft with 50% separation between all VFR and 50% between all IFR aircraft. In practice the actual separation benefit is much less because aircraft spend time climbing and descending. They usually do this because of some attraction on the earth's surface like a runway. In the vicinity of the runway we all fly in the same place at the same altitude.

An ATR 72 captain's take on the report with systems explained.

Airborne edge 582.

Alternatively there may have been some tension in the cockpit, perhaps due to some cultural issue. We don't know which pilot called for the opposite runway after ATC had cleared them for a straight in approach, was it part of the test? The preliminary report gives no airspeed information. We know the aircraft was at 720 AGL when the propeller(s) were feathered. 60 seconds later when the aircraft stalled it was at 311 AGL and about 2000 metres from the runway.

Simple human errors. Feathered both propellers instead of lowering flap. https://www.flightradar24.com/blog/yeti-airlines-flight-691-preliminary-report-released/

The engine was supposed to be certified by now. It won't be a thing until Paul Bertorelli gives us a report having flown behind one.

One compromise with all sport aircraft is between speed and safety. Low frontal area dictates the pilot will be sitting on the floor, almost no energy absorbing space in the event of a big mush. You can appear fine externally and still be dead. Cessnas have nice tall energy absorbing seats but they are slow and boring. PP you should check out a glastar if you can, they have a steel frame around the cabin inside a composite skin.

Pic showing the wings level touchdown ground scar engines first.

Wouldn't this class of operation, RPT, always fly airspeed and approach or departure profiles to ensure single engine operation. I don't buy the, if the engine fails now we are doomed scenario.

Bit silly to do a city orbit in that case.

Flight simulator.

You could say jabiru want people to buy a new gen4 if they are no longer offering rebuild on the older engines. Keith W's friend would need to check price and availability on the long list of mandatory replacement items for the "top" overhaul plus the labour to dismantle, check and reassemble the engine. Add the small value of the old engine and compare the total with a new gen4. Cheapest is not always best in the long run.

If you download all the required maps and ERSA at home then no network access is required.

If it is a rotax, 503? with the factory recommended jets in the carburetor(s) then as a completely satisfied operator of rotax 377,503 and 582 engines for 38 years now just need RPM. Fuel pressure is next thing I would add.

I watched the same, skywagon university, a great YouTube channel. My baby Beechcraft 23 has the same system. It is just a spring inter connect between the rudder and aileron. To be honest I don't think about it while flying the mighty Musketeer. It is easy to over power if you want full rudder without any aileron input. The seats in the Musketeer have that same arm chair feel as the debonair very comfortable at a much lower speed, love it.

I have never experienced nosewheel shimmy in the RV, the break out force is 10kg at the axle. After a few hours you forget about the castoring nosewheel, it just works.

They might be pitching over with almost zero g as the load comes out.

My RV has a heavy Hartzell CS prop and with just me and full fuel the CG is at the forward limit. RV6 has a small tail. The farm strip is bare earth and I nearly always have a look at the touch down marks after landing. Always land with the stick well or fully back however the nose will always touch within 5 metres of the mains. Cant keep it off and I don't try to when taking off, I like a positive rotation at the correct speed, departure stalls suck big time. The nose leg on the RV is plenty strong enough, it is the same type as the other legs on nosewheel and tail wheel RVs. If it can support the weight in the hangar it can support the weight going 50-60knots down the runway. So why do they bend? I think it may be some form of violent shimmy. We have a long spring with a heavy piece (nosewheel, fork and spat) on the end. Imagine the aircraft lands in a crab or the free castoring nose wheel is at a slight angle at touch down, it flicks to one side and then on the next touch it binds slightly and drives the nose leg sideways, repeat a few times and the leg bends. A few years ago there was one at Narromine with the leg bent out the side, it got me thinking why is it so. The one at William Creek had an after market reinforcement, it did not say what type in the ATSB report. What can we do. Correct nosewheel tyre pressure, Van's recommended 25-35, they say less is better, I use 25psi. Correct breakout force on the nose leg, 10kg for my aircraft. No side slips on final, we want that free castoring tyre to be straight at touch down. Land it like you are doing a wheel landing in a tail wheel aircraft, smooth, straight, no crab touch and a slight pin, we don't want that free castoring nose wheel skipping about.

There is no doubt, it was a departure stall. Cannot fault this reporter, correctly described type of aircraft and operation. https://www.brisbanetimes.com.au/national/queensland/seaplane-crashes-at-north-stradbroke-island-20230126-p5cfph.html

I have a small cross pein hammer in my 6a. It is held in place by the seat velcro and should be easy to access if required. I have tested it on aircraft plexiglass and it works very well.