Area-51

All your answers will be found within the relevant MOS documents regarding operating in controlled air spaces.

Comes back to the type equipment installed; certified or not certified; there will be no concessions offered to Ra aircraft wanting to enter Charlie, parallel minimum GA requirements will need to align.

The Pipistrel factory rectification adequately addresses the earlier causal issue of in flight fuel starvation; it provides switched return line routing to the selected source tank along with escape routing for vapour accumulation to the selected source tank breather at the filler cap. An additional observed phenomena of the pre SW121 fuel supply system is asymmetric flow rates from each wing tank while operating in level cruise flight with both fuel taps selected; the right tank would still empty itself prematurely over a longer time frame. (static flow rates while not in flight measure equal). It should be noted there is no compensation porting employed between left and right wing tanks. Employment of engineered dynamic pressure enhancers at the filler cap breather aided flow rate symmetry however was not consistently reliable to mitigate asymmetric flow and premature exhausting of fuel reserve of the right wing tank. The only reliable performance procedure determinable to keep AC balanced was to fly on the left wing tank first until half reserve, then switch to right tank until half reserve then back to left, which will be almost full again after 10-15min, then back to right tank for 10-15min, it will be exhausted, back to left tank, which will be 3/4, for the remainder of flight if required... Alternatively, fly on left tank first till exhausted, then fly on right tank 15-20min till exhausted, then on left tank for remainder of flight. FINAL NOTE, flying with both taps selected can still result in fuel starvation due to suction of air into fuel delivery system when right tank becomes prematurely exhausted. Astute monitoring and management of fuel reserve levels is therefore critical. The post SW121 fuel delivery solution mitigates all these fore mentioned aspects. It should be appreciated the above outcome of the pre SW121 fuel delivery system applies to any similar scenario where the fuel return supply has been routed back to a single tank only without provision of adequate compensation porting between additional selectable source tanks toward redistribution of reserve overflow. Hopefully this knowledge can prevent pipistrel users ending up in the trees after take off or on approach.

Class C will probably be limited to certified LSA factory built ADSB equiped aircraft only. Class D will probably be any Ra aircraft with mode C transponder and radio

The related issue is not likely causal of vapour lock. The cause is likely due to the design of the fuel delivery system between wing tanks and gasolator mounted on the firewall. These inherent flaws have been rectified within the 2016 Virus SW121 variant onwards by employment of an Andair twin coupled fuel/return selector valve and vapour accumulator tanks behind the rear cockpit bulkhead for each wing. All other earlier Sinus and Virus airframes employ a seperate fuel selector valve at each wing tank with the fuel return feeding back to the left wing only. This allows a selected right tank to be pumped dry within 15-20min flying if the left tank is full, causing premature unexpected fuel starvation. This fact is well documented upon other forums along with the official responses offered by the manufacturer, which, at the time was, "fly with the left fuel valve partially open"... It could be presented that the response is questionable, inadequately addresses a critical safety issue, has been recognised by the factory as a real issue due to the upgraded delivery system of the 2016 Virus SW121, and may leave the manufacturer exposed to serious legal action for not issuing an AD to rectify known existing threat to operator safety of pre SW121 produced airframes. Images of fuel delivery systems attached for explanation.

Advertising keeps magazines in print; unsold out of date units have the title cut off the front cover and returned to publishing house; rest goes in the bin.. unsold books go to clearing houses and sold second round discounted retail before going into bin... Trees get grown on plantations once used as farming land, chopped down, sent on ship to paper mill, then another ship off to printing house, then on another ship off to retail, then into bin; everyone gets paid and gretta goes out and gets arrested again.

If the content and copy writing is provided wholly by vendor it will say "paid...."; if copy writing is provided by journalist commissioned by publication then it will not. The publication runs a "story" on the product with the word count proportionally reflecting the advert size and position. If the advert itself is a vendor provided story then "paid..." must be displayed and border added... if you flick through a news paper and see a story with a border around it then its been paid for placement and charged out as advertising, "intentionally politicised propaganda".

Aircraft from Bacchus Marsh...

This is a waste if beer ☹️

Is this MARAP PART-103 approved? ☹️

Most of these industry specific publications are paid stories.... purchase advertising, receive editorial story; buy bigger advertising, get bigger editorial... pay enough advertising, get back cover, inside back cover, or inside front cover placement.... generally paid for 12-6 months in advance under contract... Go to a newsagent, open any magazine, same MO for all periodical publications. 🤷🏾‍♂️

That would place oneself firmly in the "green" camp that is gaining footholds in surrounding low lying valleys surrounded by high peaks and ridgelines! 😂😂😂

At 3300rpm the gen4 sees 119hp and 189Nm torque where a 68" prop is just shy of supersonic tip speed; the 3300rpm being advantageous for producing thrust over the 9XX unit's 2400rpm; and then there is greater blade root and hub forces upon everything to consider with the added rpm of the gen4. Both units will spin the screw and produce around the same thrust at different rpm and blade pitch combinations; both units will use around the same amount of fuel at similar manifold pressure at equal thrust; both units have different TBO blocks applied. All units are subject to variable end user care during TBO periods. There will never be consensus upon this matter. As a society we need to keep the two camps appropriately separated into easily identifiable "blue" and "red" camps, and "green" for all "other"... Seperate airfields, repairers, and no-fly sky zones... and develop a self sustainable bureaucratic "equality defence & punishment" policy department. 🙂

The only reason the Gen4 3300 appears a better performer is the fact the claimed 120hp 180Nm torque happens at 3500rpm... So let's equalise the field to a realistic constant 2400rpm at the propeller flange 😃 The Gen4 now delivers 92.43hp and 202Nm torque... The 912UL will deliver 87.0hp and 230Nm torque. The 914 will deliver 106hp and 315Nm torque, without intercooler. The 912is will deliver 101.1hp and 306Nm torque Now lets go to 2700rpm constant at the propeller flange 😀 The Gen4 will deliver 104.4hp and 203.2Nm of torque. Non of the rotax 9XX powertrains can reach this RPM ☹️ Its now a good time for post drift into commodore V's falcon debate with token valiant mention 🤷🏼‍♂️🤷‍♀️

Nobody has strapped a gen4 to a bedsheet with strings yet 🤔

Not sure; could be. These days they strap a two stroke straight onto the bum and use bedsheet with strings to fly around slowly. Seems to work until it doesnt... 🤷🏼‍♂️

Yes its very contagious this drift phenomena... it can corrected using the 1:60 rule; at approximately 60 responses into a thread one response will be topic relevant and TMG is achieved however additional drift will always occur before the interception point and fuel starvation occurs shortly after due to compass error with no further transmissions heard of again...

Somebody should build an affordable small two seat LSA trainer that has a small cheap to o/h two stroke engine and open cockpit; something that weighs about 170kg BEW, Vs about 20kt Va about 55kt... You can fly at 200kt for an hour in a big circle, or you can fly at 50kt for an hour in a little circle; its still an hour of flying...

I like outback community tbo standards... when it rolls over or hits a stump too many times the government sends out a replacement unit..

142L at 12L hr for 60hp of cruise power in an LSA ultralight clocking 100kt; about 12hrs max endurance... Burning trees wins again...

Hydrogen explodes; much too advanced for humans to play with. better to keep it safely suspended in avgas until required at the induction port and let the carbon sprinkles fall to earth and feed the vegetables. Trees have purpose; we should make sacrifices to the gods and help set their ancient spirits free with fire and sing Led Zeppelin songs while everything crashes to earth in a ball of flames... Feeling positive again; ready for tuesday 👍

Prefer to wait for my flying car to arrive; unless its nuclear powered

I got all excited until i read "COMING SOON"... Then watched the video and wondered if the stunt pilot survived to the end... Then i thought why would you want to fly that over a gyrocopter? Generally when you read "COMING SOON" means they are not yet coming; but they are definitely probably highly excited... or "THIS WILL CHANGE AVIATION FOR EVER", means they have never stepped foot in a library... Better for marketing and sales if you present "ITS HERE"!!! or "SALES ORDERS NOW DELIVERING". This post is ripe for maximum drift in any direction available 😂😂🤔

Thanks; yes you are correct; i did not allow for that in my above comments; half doors will be a much more complex venture to negotiate; apologising for error. The latching mechanism and frame flex will need to be adequately addressed to negotiate a half door setup. Perhaps the lower half can swing down and be hinged at the lower frame, and upper frame shortened to suit; it would require seperate latchings for each upper and lower half. All things considered, should be asking firstly "why?"...