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..... "Are they taxing sin now? Because if so, we will be in trouble" ....... then he laughed that infectious Turbo laugh that has been so capitivating to his hundreds of close friends over the decades. However, before Crappy could reply, one of the twins giggled at Turdboy's joke, put his hand on his sibbling's shoulder, and said "......

I should have said 912 fires which is the engine we are talking about, not V8 cars .

Have a look at a V8 some time.

I have mentioned this plane before, He made his own EFI and retained the carbys. They are dry but if the EFI fails he pulls a cable and sends fuel to the carbs . He does not like carbys on top of an engine. I have not read of fires from flooded carbs though I guess it is possible.

All the data shows is that the Jab is the engine for performance and a Rotax 912 will never catch the Jab 3300. That's all the manufactures statement is saying. As such the nice Jab 3300 is the better engine for performance. Therefore Robins record could be bettered with a Jab 3300 in his aircraft or similar tweaked similar airframe. .

Who built it.

My Sonex started its life in Gippsland - seems to be a hotbed of Sonex/Rotax.

A friend of mine has been flying a 912 powered sonex he built for a few years now . I think that is the second Rotax one he has built.

These numbers seem a tad rounded and they do not make sense re the turbo 100hp v non turbo 100hp in respect to altitude performance. They are not credible.

Very nice Blue, I would point out that: Sonex have only very recently "recognised" Rotax 9 engines for installation in their aircraft, so I wonder how good their data is? To the best of my knowledge Sonex do not have or ever had, a Rotax powered airframe, with which to arrive at the above figures. Sonex are so slow to adopt Rotax, that they are only now coming up with a suitable engine mount for future kits My Sonex Legacy/Rotax 912ULS will easily achieve (Max load): 1500 fpm in Climb Out, 80-100 knots, - I am still working on best climb speed. 130 + Knot True (150 mph) at 3000 ft, 5200 rpm, @ 15L/hr 147 knots indicated 150 + knots (173 mph) at 5450 rpm, 5500 ft, still working on the fuel but believe its 18-19L/hr If you are wondering about the accuracy of the above air speeds,- the pitot/gauge system has been independently tested and a range of errors noted: Indicated/Corrected Air Speeds in Knots 40/48.5, 60/66, 100/103, 120/123 140/142, 150/152, 165/166 PS - For me, speed itself, is only an indicator of airframe efficiency, when powered by the same/competing engines. Sonex recognise engines to 130 hp however it must be obvious to all, that while the speed may be greater, with such an engine, so is the fuel consumed to arrive at that speed. I want to travel in my Sonex , so fuel consumed per hour for a given speed will determine my power setting for near best range - I think my Rotax will do this for me. Do you think the tendency of US small aircraft manufacturers, to express their aircraft performance, in mph might be because it always looks better than in Knots???😈

Studying current AIP would likely result in a better outcome than asking for guidance here. The ERSA (Nowra) has a very clear description of the VFR Transit procedures. The Canberra VTC also provides clear guidance on the lane.

But it’s a colt ❤️❤️❤️❤️❤️❤️❤️❤️❤️❤️, will it be losing the front wheely thingy ?

In raaus you are and I would imagine the new class 5 in GA as well

In Victoria after a certain age, the licence period shortens and you have to make a health Declaration (the one RA pilots fell in love with). Don’t try to fudge it because you only need a small accident and if you aren’t fit it’s trouble big time.

Performance of Rotax 912 in Sonex is inferior to Jab 3300 engine after comparison testing by the manufacturer. Therefore Jabiru 3300 is King in both climb rate and cruise.

RFguy, "The discussion is aircraft invariant" This phrase intrigued me - what is the meaning of ".....invariant"?? Looked it up - means not changing. So your statement could be read as - The discussion is aircraft not changing. Tad cryptic don't you think? Being short of what few brain cells I was born with, I still do not understand. Please explain?

I know someone who didn't bother but a year or two later decided he wanted to drive and passed.. I also know some one else who didn't know WHERE they were and Drove too fast. (Always did even when being coached by the trainer). Unsurprisingly DIDN'T pass. There IS a time to give it up. My Mate in NSW has an electric thing he just loves and gets around locally and with a cab other times. Nev

What model please?

Correct spacesailor

Don't you lose your licence when you get retested at an advanced age and don't PASS it? Nev

That was my intention. Untill I was told I could never gain a RAA certificate. I still want to gain that certificate, but age is against it . Question : if you lose your " driving licence " because of age. Are you automatically stripped of your " flying certificate " . spacesailor

Might have required too much skill so I started flying the real thing and eventually got paid to do it so that was some compensation. otherwise I might have been a ship's Engineer on a BHP Ore Boat. That's the sort of thing one aspired to in those times. Nev.

If your aircraft is fairly “dirty” and lacks power (ie my onex) then you bleed a lot of airspeed in a loop which makes it is easy to stall on the upper part of the downside of the loop if you are a bit aggressive. I don’t have a stall warning device but lots of spin practice helps with early buffet recognition and recovery. My aerobatic instruction at Adelaide Biplanes hammered stall practise (stall/unstall/stall/unstall/stall/unstall and then repeat ad nauseam) in 60 degree turns til recovery was instinctive. I would thoroughly recommend their aerobatic/spin/unusual attitude recovery training.

True, CASA's priorities for safety promotion are listed here Safety promotion sponsorship program | Civil Aviation Safety Authority (casa.gov.au) They seem to think that LOC-I is not an issue worth addressing. Back when I started instructing (part-time) many years ago other instructors palmed off their advanced stall lessons in the Cessna 150 to me. These days I do a lot of spin endorsements for flight instructor trainees for several flight schools. Too many cannot tell me the correct technique to recover from a stall in a turn. (I also teach some to be spin and aerobatic flight instructors plus UPRT.)