Area-51

Yes, planning well ahead before what is geopolitically inevitable; this will pan out very well for India.

DCI, Diver Consolidated Industries, in Victoria for all OE ISO standard thermal and acoustic protectives. Uniclamp Australia, Ron 1300 027 886 for NORMA style hose clamps. Buy complete kit with pliers and additional packs of sizes marked in pics if undertaking complete 5 year hose change. You will need CLR-922235 23.0mm-24.5mm size clamps as well. OIL Hoses - ENZED HYDRAULICS Parker 7212 Jiffy Push-On 13mm ID Parker 7212 Jiffy Push-On 16mm ID Parker Push-Lok Plus 836-12-BLK FUEL Hoses - REPCO Gates Barricade 4219BF Greenshield 4219-5653, 3/8" ID 4219-5652, 5/16" ID

Norma Clamps Australian distributor, located on Goldcoast.. Uniclamp Call Ron 1300 027 886. Buy a complete kit; pliers included. Buy additional packs of each size marked with a dot in the pics if undertaking a complete Rotax hose change. Request CLR-92235 23.0mm-24.5mm clamps also.

The other important item to manage and remain aware of is your "stick stall position"... Don't become a statistic by loosing situational awareness trying to force the aircraft into a tight banked turn on final (or turning xwind on departure) in order to line things up with the runway; let it go and go around... know your aircraft's performance limits. A discussion to have with an experienced aerobatics instructor or military trained pilot.

Your instructor has probably already covered this while nudging your new pilot skills into shape. In aviation the best skill you can develop is the ability to recognise your own $&:@ups and know how to affectively correct them immediately before they lead to a stack of multiple $(&@ups; this comes with experience, additional advanced training, and practice. This is what will distinguish "you" as a "proficient" pilot in command. if you've turned Final on approach and you find, or feel the aircraft (because the wind may shift and you are suddenly flying final on downwind) is not setup as expected "fix it". If fixing it is not a confident option "go around" and have another go. I had the valuable experience early into going solo of the wind shifting direction after checking the windsock on downwind; I ended up flying final downwind with 15kt tail wind without knowing. The aircraft felt loose and weird; scanning my IAS and flight instruments was my first go to; coming over the fence it felt the aircraft was too fast; again i checked my IAS; my throttle management workload was greatly increased; I elected to go around and the situation with the wind and windsock repeated; second approach i greased it on all be it with a much faster ground speed than expected... my instructor was watching it all on the ground and able to discern i had the situation managed and was holding off getting on the radio to ask "why are you landing downwind"... truth be told i had no idea what was going on in the moment, i just focused on managing my airspeed and maintaining my lineup... that was my first experience landing downwind. Why am i sharing this experience? You may not always know you have $&@(ed up, but something may feel weird... Just "maintain airspeed", then "maintain centerline"... if you are unable to manage either, relax, breath, go around and try again, and go around again until you got it all sorted...

The end result will be determined by quality of your comm's and actual individual hearing... with sufficient volume control they will work fine in an ultralight... The headsets themselves are great; its the external variables that affect their op' performance... they rarely come up for user resale so its an indication people are generally happy with them.

Have tried both TSO and non TSO versions... the audio quality is superb. They are non active passive noise cancelling. in an airliner cockpit they will work great... in a rotax 912 cockpit i did not find their audio performance sufficient at full power; in cruise they were ok.

ASIC is only required at Security Airfields.... generally if there is a fence all around the field and coded gate entry in/out of airside it will be ASIC Secured.

Great aircraft... Lightning protection hey? On a composite aircraft hey? What kind of protection is it? x2 parachutes?!

Mercy flights are legal, and the aircraft may require a HF radio for a start due to "remote" area; and the list will grow by around midday tomorrow...

There are some great comments from both sides here regarding these awareness presentation videos... Preservation, loss, and gain of energy... yes that happens... the fuel goes in the front and waste goes out the rear... sounds pretty normal; what bit of the cow are we talking about here? Who cares, its all energy, moves all over the shop constantly, "just fly the plane"... "When does a stall finish and spin begin?" ... that would be when the words "oh $&@?" are spoken... not joking... Two dimensional expectations attitudes and thinking will eventually get you killed in a three dimensional playing field... And there lies the rosetta stone of being an aviator. Which way is up? - Irrelevant question for flying aircraft. Spending dollars to produce videos to bring awareness toward LOC... (an infomercial) hmmm... how about this instead - "all individuals wishing to successfully complete their basic training to solo level are required to complete three hours of practical LOC training with an LOC qualified instructor" - because everybody will watch the videos and sign up on their own won't they?? To RaAus' credit they do suggest go and get specialist LOC training - Risk responsibility occurrence mitigated. Will LOC fatalities continue to occur? Probably. Will EFATO situations continue to occur? Probably. Will CFIT incidents continue to occur? Probably Will in flight mechanical failures continue to occur? Probably What percentage difference might these awareness videos actually make... 0.1% uptake of total viewer audience. PRACTICE PRACTICE PRACTICE Don't forget to enjoy it...

Did the building explode and fall down?

Looks very fart proof...

Made up a FART box and tried it out last week; bloody great bit of kit; worth every penny 👍

"It's one big club, and you ain't in it!!!"....

So from what is being written here; its ok if the US and UK use Rotax engines in drones but not ok when any "other" administration does?? Very confused, wouldn't these engines still produce the same performance regardless of end user? Cruise missiles use a multistage Williams turbo fan; that would work really well in an ultralight; never see these disposable surplus units for sale on fleabay...

Boonah has bunkhouse and facilities at the gliding club

Warkworth Gliding Club 15min south of Scone has bunkhouses and good facilities

Entering frequency area... BS on carbi's being problematic over efi... CV carbi's are the closest thing to mechanical fuel injection available; which i would choose over efi any hour of the day for reliability and safety... set and forget capability for any technician that has the hands on track experience is a non contested conversation. An SU carbi will not fail once tuned; the electric Lucas diaphragm pump will, but the carbi won't ever

Awesome!! Very different kind of flying to GA... just remember you got stuff all inertia to keep you moving when the power comes off... have fun!

Anything that gets air moving over heated components helps; keeping the fuel cool and moving through fuel lines helps the most. If vapor lock continues to be experienced during taxi/flight op's then you either have a fuel quality issue, line pressure issue, or a heat soak/source issue. The situation doesn't get any more simple than that. Departing frequency area...

Setting the throttle to wide open (* this will flood engines with constant pressure needle slide carburettors and certain mechanical injection) on CV carburettors allows any fuel bubbling up out of heat soaked carburettors to enter the inlet manifold and remain in situ in vaporised form ready for when cranking commences. The floats will become operational again as soon as fresh fuel reaches the float bowls preventing flooding (this has nothing to do with the subject or affect of "heavy floats") If the carburettors are not suffering heat soak then no fuel will enter the inlet manifold however fresh cooler temperature fuel will still cycle through the pump and supply lines flushing out any existing vapor prior to cranking. Pulling choke to mitigate vapor lock will have no affect on Bing64 but will have marginal affect on SU and Stromberg CV carburettors. Position of return line restrictor can also affect ability to arrest vapor lock; too far away downline from the carburettors will prevent vapor quickly exiting back to lower pressure environment; so placing it back at the fuel tank is not a good idea. Return line exit position is also critical; it needs to be far away from any heat source to allow sufficient time for fuel to cool down. It's also critical to ensure that where ever it is returning to cannot overfill and cause continued pumping of fuel out through fuel vents as the 912's pump will happily empty a 40L tank dry in about 15 minutes.

Was just editing and addressing this fact; true... Hot restarts after being parked up are probably best undertaken by letting the auxilary fuel pump run for at least 2-3 minutes with the throttle set wide open prior to engine pre-start checks... and of course your engine pre-start checks require you to cycle and close the throttle back to idle... if your aircraft has a tendency toward vapor lock it will still splutter a little on initial startup but will probably settle down within 5-10 seconds. its important to be mindful that vapor lock is not a permanent condition; once the fuel vapor cools down it returns back to its previous liquid state and the "air bubble" disappears.

Fuel vaporisation occurs due to the fuel sample reaching its boiling point (it will return back to liquid state as soon as it cools relative to line pressure); this can be determined by using a barometric tester such as a Doc Hodges Fuel Tester... Avgas has very tightly controlled specifications; so the vaporisation temperature/pressure can be predetermined; Mogas to a definitive level cannot... so two variables need to be addressed being 'Line Pressure' and 'Line Temperature'. However the vapor lock issue does not end there. High carburettor body or float bowl temperatures will result in vapor lock instantly as higher pressurised fuel enters the float bowl, boiling then spirting out through the main and idle jet into the venturi; rough running coughs and spits until temperatures cool down. Hence the use of rubber isolating mounts for the carburettor and at times additional heat shielding plate between manifold and carburettor. V12 jaguars had the aircon system routed around the fuel lines for this reason; it worked. As stated earlier in this topic the orientation of the upper pump body on a diaphragm pump has no affect on pump operation. Fixings may generally be torqued to a standard specification relevant to a specific thread sizing. However as the modifier you would have to be prepared to accept all responsibility for any subsequent loss or injury resulting from an operational failure. That being said the threat of vapor lock occurring at any point in the fuel supply system is always present; especially at the float bowl, and the top of the fuel pump body. You can only do so much to prevent it, and it will always be caused by a rise in temperature beyond a certain point relative to pressure (somewhere for Mogas in the vicinity of 75C at 0'AMSL density altitude). The affect of the return line and restrictor AD on the rotax 912 is to allow fresh fuel to continue flowing through the supply lines at line pressure, at all times, rather than lay somewhat static and suffer heat soak leading to vapor lock. The greater the volume of fuel that can be continually cycled through the lines at required operating pressure the better. Other than proximity to external heat sources and mechanical moving components, how the lines are routed, over or under, is irrelevant.

Just spent five hours in an S2-A stall spin entry recovery training. Regardless of any 16 spin variations - Ailerons centralised, power back to idle, full immediate opposite rudder, unload the elevator, immediately centralise the rudder back to neutral, upon end of autorotation throttle up smoothly to full power, then immediately pull out with maximum affective elevator to climb attitude, wings level, ball centred with left rudder bias.... Duration of recovery procedure is approximately three seconds.... lazy rudder centralising action may initiate and result in an entry into opposite direction spin. Truly is the ultimate Sky Machine.