skippydiesel

Thanks Nev - Some practical benefits then. They look very complicated ? Costly to manufacture ? & maintain ? Does their large frontal have negative impacts on airframe efficiency?

For sure. Just so that you know that we are not so far apart in our aesthetic tastes. I love the look of: Super Constellations DH Hornets DH Comet DH 88 Comet VC 10 Straight wing Learjets Straight Tail Cessnas Bonaza's Mooneys and many more of the older/classic aircraft

Its unfounded opinions, like you expressed publicly, that gain traction, creating what is often called scutelbut, urban rumor, etc I have traveled in Super Connie, with one engine shut down, somewhere over the Indian Ocean, "to conserve fuel" - give me a modern "jet" any day

Fresh ULP 98RON, will store for over 6 months, in an airtight fuel rated (AU standard) container (plastic/metal whatever) that is 75%+ full. The discussion, in this Forum, on fuel deterioration has been comprehensively done to death.

I have flown into Dick Smiths airfield - he's a nice guy - have you asked him?

Maaaate! This sort of emotive, unsupported, rhetoric belongs in a pulpit.

Okay - I assume this means a courser pitch prop can be used for improved high speed cruise???? You jest! - All that extra trouble for a sound????? Okay gents - now tell me what are the disadvantaged ????

Would one of Forum experts please tell me, what the attraction is, in a radial engine, besides is obvious retro look?

Can't help myself. Spacy - P drivers and those who should never be allowed to hold a driver's license, are and always have, been a constant threat to other road users - Roundabouts have neither introduced or exacerbated this reality. There is only one answer - practice defensive driving techniques.

Am I the only pilot who thinks that TBO claims are BS due to the lack of a common measurement/criteria across the aircraft ICE engine industry. If I am correct, those poor deluded pilots, who use this marketing tool, to compare longevity of service, between engine manufacturers, are fooling themselves.

I beg to differ - The vehicle on the roundabout has right of way (ie its must be on to have right of way) Remember the example of the give way T junction - now extend that to 3- or more T junctions, in close proximity. All drivers approaching must give way. Once on the roundabout that vehicle has priority. Doesn't mean that other vehicles may not enter but they should not "cut off" the priority vehicle(s). If you are on the roundabout/or enter ahead, of the vehicle not yet on the roundabout, a collision would see the rear vehicle (last to enter roundabout) at fault. The above does not allow for aggressive (illegal) behaviour. The concept is a free flow of traffic, however it depends on good advanced signaling and curtesy, with the potential to have several vehicles on a roundabout at one time, maintaining a free flow of traffic. Other factors are : Dual lane roundabouts - Vehicles turning right, must remain in the right lane on approach, through the roundabout & on exit - no lane changes until well clear of roundabout Straight ahead, can use both lanes on approach, through the roundabout , on exit but must not change lanes until well clear of the roundabout ie no lane changes on the roundabout. Left turning, use left lane on approach, on roundabout and on exit Lane discipline is essential Signaling - With the exception of straight ahead, indicators must be signaling intention before entry to roundabout, continue until abeam exit before intended exit, at which point indicate left. Left turning vehicles will use indicator on approach , continue until achieving exit of roundabout. Correct use of indicators allows approaching traffic to know the intentions of the vehicles on their left and act accordingly.

In a correctly functioning oil cooling system, I would expect the oil to get over 100C in climb out (high power /load situation). Dont know what the Jab operating instructions are, however I have always understood that in all engines, it is desirable for the crankcase oil to go over 100C, for an extended period (say 20-45 minutes) specifically to drive of volatile contaminants (water/fuel/byproducts of combustion) in the oil. Further, modern oils are usually able to tolerate temperature to around 130C (not saying this is desirable). If the cooling system is working correctly the high oil temperature will return/cool to below 100C, in cruise If you are doing circuits, it may be that the short down wind/cruise leg, after the high power/load of climb out, is not long enough to see the temperature fall below 100C I suggest taking the aircraft out of the circuit (stay within gliding distance/altitude) reduce power to cruise and observe the effect on the oil temperature. Oil gains heats & loses heat relativly slowly (compared with coolant/egt/cylinder barrels/heads) so don't be in too much of a hurry. Personally I like to see a the oil temperature at a constant 90-98C in crusie (temps may vary with OAT)

As manager, organising in house events from 20 to around 2000 people /day (international & domestic visitors) and as manager facilitator, for others, using my employer's facilities, to around 8000 over two days - That's all you get, until you demonstrate you are in a position to offer a remunerated consultancy, that might attract me out of happy retirement - then you get my CV

Spacy one of the principal rules of a traffic roundabout/circle, is give way to the traffic ON the circle (in this country) on the right. One of the problem is the failure of motorists to understand this and give way to traffic approaching (ie not yet entered) on the right. This causes them to stop when not required to, slowing following traffic unnecessarily. This is then compounded by the approaching driver, thinking he/she has right of way (not slowing). Drivers should approaching a roundabout, as if it they are coming to a T junction, with a Give Way sign. For the roundabout to work well, drivers must use their indicators to signal their intention, not their action - I have long observed, that avery large number of Australian vehicles, are not fitted with functioning indicators.

Moaning?? Have you checked out the coming events, I have referred to, and seen how they compare with RAA's ""Fly'n for Fun"?? I have some experince in event management, so for a consultancy fee (RAA is a professional organisation not charity/volunteer group) will be happy to assist, should I be asked.