Thruster88

Any aircraft 2 or 4 stroke which has engine smell entering the cockpit is a problem due to carbon monoxide poisoning. Always a good idea to check with a co2 detector, they are very cheap. The 582 exhaust allows the tail pipe to be extended if required or an after muffler silencer can be added, this is a rotax part.

BS

Not correct facthunter, I have bought parts for 377, 582 recently. They even have about 10 new 582's still in oz. Parts will be available one way or another (usa) for a long time. There are a lot of 2 stroke rotax in use with aircraft and snow mobiles.

Under the rules, we require the pilot-in-command and the operator of an aircraft to consider all circumstances associated with safely taking off or landing at a place prior to doing so. There are also rules in place that determine when an airport must have either an: air traffic control service.4 Mar 2024 https://www.casa.gov.au › how-aero... How aerodromes are regulated | Civil Aviation Safety Authority This has always been my understanding.

Turbo, got anything aviation related?

The TP-R90 looks very simple, one compressor and one power turbine, essentially the same as a turbocharger. Heat exchanger at rear. Propeller from Airmaster NZ, they have feather capabilities.

It is very clear that 250,000 is the passenger liability limit, read it again.

It looked like a moose stall rather than a base turn stall. The muppet is obviously looking at something or someone on the ground. Excellent training video for new and old pilots.

FR24 shows aircraft HL8088 as flight 7C2216, the last jet to land at Muan making a normal straight in approach. One would think the gear failure to extend would result in some holding while the problem might be resolved and to allow emergency services to get organised. The CVR and FDR will tell the real story.

Turbotech is claiming cruise fuel consumption of 20lph @50% oof 141 hp. If true, that is very close to the 100hp rotax 912 @75% . We know the rotax burns 18lph at that power setting. https://www.turbotech-aero.com/solutions/

So the risk of losing all one's money and or the risk of death in the same event, which is worse? anyway either one should focus the mind to avoid the top 4 or 5 ways for us recreational VFR pilots regardless of the class of aircraft we fly to avoid such events. The fear mongering posts above by turbo have caused me to break out the calculator. I insure both my VH aircraft comprehensively. If we guessed half the premium covered liability and guessing there might be 10,000 insured light VH GA aircraft in Australia and that insurance companies like to make some profit, that would leave a pay out pool of only 5ish million. 5 million for 10,000 aircraft, the risk must be F all. What say you mr turbo. The very small amount each RAAus pilot pays for insurance? Why is that?

The Gogetair g750 rotax piston aircraft looks very nice but the price, um, 298,000 us dollars. That's like half a million in aussie. Makes any used RV seem exceptional value. Solutions | TURBOTECH | Innovative turbines, Turboprops, Turbogenerators & Range-Extenders WWW.TURBOTECH-AERO.COM TURBOTECH designs, develops and manufactures innovative regenerative turbines & propulsion systems. Combining proprietary heat-exchangers with state-of-the-art turbines, TURBOTECH's... The company that produces the turbine engine. It has recuperation.

AI Overview Learn more Sailplanes use T-tails primarily for operational reasons, not aerodynamic ones: Clearance: Sailplanes have a tail skid or tailwheel and a single main wheel landing gear. When the glider is resting in the wing-down position, one wingtip touches the ground and the aft fuselage is small in diameter. A low-mounted horizontal tail would be too close to the ground or even touch it. A T-tail moves the horizontal tail up enough to clear the ground. T-tails are also used on other aircraft for a variety of reasons, including: Removing the tail from the exhaust blast: T-tails are popular on aircraft with aft fuselage mounted engines. Keeping the horizontal surfaces away from water: Seaplanes and amphibian aircraft often have T-tails to keep the horizontal surfaces away from the water. Increasing the effectiveness of the vertical tail: The horizontal stabilizer acts like a winglet, reducing induced drag of the rudder. Increasing clearance at the rear: T-tails can be used to increase clearance at the rear of a cargo aircraft.

The musketeer has a stabilator so for the pilot I would say it makes no difference. Engineering on the stabilator is possibly more complex. The anti servo tab linkage has to be correct to get the control feel required for a certified aircraft. Conventional elevator is more popular, there must be a reason.

The difference in cruise speed can be seen in Van's aircraft. The first RV to have a nosewheel was the RV6a, it is only 2 miles per hour slower than the otherwise identical RV6. And this is a fairly fast aircraft. This also shows why retractable undercarriage can be not worth the complexity, loss of useful load, cost, cost to maintain, cost to insure and cost to repair after a gear up. The RV6 in hypothetical RG form would be 4 mph faster, the RV6a would be 6 mph faster. RV-6 / 6A - Van's Aircraft Total Performance RV Kit Planes WWW.VANSAIRCRAFT.COM

23-25 May 2025. YOSN. Fly up Friday arvo and leave Sunday. Great event if you like tractors, trucks, farm life, people and aircraft.

In Australian Flying mag years ago they had a section called register review for VH aircraft. New or old imports coming in and those cancelled and why. The raaus register would make a great article. Publish a simple rego, type and current status. Then we could see how many Thrusters, Jabiru's, Drifters etc, plus all the odd ball types got registered and how many still are.

We read this on a daily basis if one has an interest in EV's. However the tesla model S came out in 2012 with 85 kwh battery giving 265 miles range. 14 years later the 2024 model S with 100 kwh battery has 375 miles range, an improvement of only 12% adjusted for battery size, some of which is due to aerodynamic improvement. So battery improvement has been FA so far. We read of solid state battery's just around the corner giving much greater range, battery prices falling, more new model's coming next year, price discounting etc. I wonder if this is way EV sales growth has flat lined in most countries.

RFguy and I will probably go in the RV6a again, or the Archer or jab230.

You need to get the maintenance manual from the manufacturer. From a new pilot learning to fly perspective I would operate it as a fixed pitch unit until you pass the flight test. There is enough to take in without messing with propeller control.

Calibration is done with a correction card, like a compass card. 1/4 =20litres etc.

I would say it is a different wedegtail.

I would appear that the Cessna 182 intended a landing at the oaks and had joined the down wind for runway 36. Why there were no comms from the 182 will probably never be known. Radio failure, wrong frequency, it may have given the pilots a false sense of security hearing nothing on the ctaf. Not a fan of left and right circuits like we now have at cowra on 15-33 with all traffic to the west potentially going head to head. Traffic on a screen, could be a life saver or three.

The tecnam p92 has a nice very light fibre glass airbox that encapsulates the two air filters and has inlets for cold and carb heat. I can’t remember if it is mounted or just hanging. In your quest for performance and efficiency a cowl flap may be required. Climb wide open into the cool air, close and go fast.

https://www.atsb.gov.au/publications/investigation_reports/2024/report/ao-2024-058 I will say this again in light of the evidence. The published stall speeds are very unrealistic for an aircraft with 800kg MTOW and only 110 sq feet of wing. Could it lead pilots to fly at unsafe airspeed during manoeuvring? 110 sq feet of wing area, same as my RV6a....