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Showing content with the highest reputation since 01/23/2019 in all areas

  1. 4 points
    Interesting reading though this is, when I actually think about it, I couldn’t tell you which, if any technique I use. I make sure my turns aren’t too tight and keep my speed where I want it. I tend to fly pretty much glide approaches and keep my circuits close ‘just in case’ that means my downwind to final tends more to the circular than the square. I keep the speed where I want it and keep the ‘picture’ right, I fly at idle down to the runway and only put in a bit of power when I encounter sink. Don’t know if right or wrong, but works for me!
  2. 3 points
    Hello, Justin from Brisbane here. I have purchased a broken Karatoo and will spend the next few (5-10) years getting her back in the air. It had a bit of a oops in Tara and will require a fair bit of love and attention to get her airworthy. My good mate Ed and I will spend many an evening in the shed tinkering away. It came with a 12 hour old 2300cc VW and Bolly reduction drive. It’s got overhauled bendix mag, carb, twin plug heads and new alloy case, I am not sure if we will use it yet, certainly it will do to keep costs down but I care about reliability more than anything else. The aim will be a minimum cost build with minimal instruments, only a compass, ASI, Alt and engine instruments. A WAC chart will do for navigation I can’t find a Karatoo build topic on here so I guess this will have to do. I am putting stuff up on YouTube for people to see what we are up to, it’s on the link below. https://www.youtube.com/user/justinjsinclair have a great day Justin
  3. 2 points
    Good read about a country reporter who’s learning to fly. Best way is to scroll to the bottom to Episode 1 and make your way up from there. https://www.abc.net.au/news/2014-10-07/home-on-the-plane/5782534
  4. 2 points
    Sixty second circuits? Can't call that circuits. He's doing donuts!
  5. 2 points
    These people, as we've seen above are not patients. This is a service which offers faster transport from the country to the cities. That it can be done safely is the duty of CASA. In both cases the training which produced the pilot qualifications is accepted as satisfactory to produce relatively safe flight in Australia for non-commercial flights. What that means is that if there is any question about not being able to maintain VMC for the complete flight, there is no pressure on the pilot to conduct the flight. In both cases, decisions which most VFR pilots would have made were not made, and people died as a result; that's not acceptable. The simple step of the exact same passengers handing over money for the exact same flights in the exact same aircraft triggers the requirement for the pilot to have a Commercial Pilot's Licence. So there has been a double standard. There is nothing to stop CPLs volunteering their service for the same aircraft for these flights.
  6. 2 points
    From the pictures it looks like it is on the input side of the carby. That makes no sense. No amount of available electric power on that side will significantly raise the input air temperature enough to avoid carb ice. There's other electric carb heaters producing about 50W that attach to the butterfly side where it may help a bit, and they are hardly effective. I'd opt to remove this pre-heater contraption and find a way to install proper hot air carb heat from near the exhaust pipes
  7. 2 points
    Anyone can start a feeder airline. You would have to have a desire to lose money. None are profitable because users want the same seat km cost you get on jets and that won't happen. In the "olden days" the Gov't subsidized the cost, and perhaps that's the only way it will happen. Connellan's routes were bigger than BEA. (British European Airways). and they had a pretty good record considering they were all piston. Fast trains etc will only PAY where there's a large population density (and total.) Nev
  8. 2 points
    Hello from the land of the Bald Eagle. Can't speak to the Rotax, but FWIW I've been flying a 17 yr old C model with a 2200 Jab for a year now, up here in the Pacific NW of Washington and Oregon. The plane was originally VW powered, so of course motor mount and wiring harness needed replacing. Battery had to be relocated to correct CG change, and oil cooler as well. I would guess you would have similar issues going to Rotax. I can confirm the Jab is a great match for this airframe, climbs and cools well for 3.5 gals/hr at cruise. In our EAA group's experience it has been very reliable engine, with hundreds of hours on five 2200's in STOL and two Sonex's. Not to sound like a salesman, hell, I'm not even Australian! But I like your little engine...Good on y'all!
  9. 1 point
    I do that all the time in the Auster...takes two hands these days to get full flap out. Stick between the legs. kaz
  10. 1 point
    we really cannot complain about how a board acts. The whole system in Australia is stuffed up with company directors disregarding their legal obligations, because they know there in just about zero chance of them being held accountable. Just look at the NAB and AMP. NAB has for years produced high profits and that was done in part by illegal activity. Ken Henry stated that the directors could not tell if they were acting legally, or illegally. AMP directors have for years plundered the company to provide fat pickings for themselves with no regard to customers or shareholders. Why should we expect any difference form RAAus. It would be nice to have a good look at the financial statement, rather than the one they present.
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