Area-51

"Which part of the idea is BS?", ok, will spell it all out for basic clarification... - reduce power, retrim, hands off the yoke, use rudder only for turns... Ok, we are flying straight and level at reduced speed; we do not know what that speed should be reduced to or even why, but the nose has pitched down and the trim will need to be adjusted to a more nose up attitude; i think we are flying straight and level again; great... Now we will turn with just the rudder; great... we are turning, and what is the secondary affect of turning with our rudder? Roll... we are rolling and our hands are off the yoke... What is the primary affect of rolling? Gravity... we are gravitating towards the ground... What is the secondary affect of roll? Yaw... we are yawing into the turn... Our bum is telling us "we are climbing, good, we are saved"... now we are climbing faster, "something does not add up here"... we keep climbing faster, "this is weird, now i am uncomfortable, we are still climbing, my hands are off the yoke, and the power is now at idle, but we are climbing..."... "why is my altimeter dial moving backwards so fast when i am in a climb!". Again, unless the pilot has basic ppl instrument training practical knowledge, no mars bars for dinner. It is rare but widespread blanket cloud can form pretty instantly under certain conditions; VFR you have margins to follow to mitigate the chances of being engulfed in cloud without warning. The margins are there partly for this, and partly so VFR remain visible to other aircraft. The safest thing to do is wings level, straight ahead, cruise climb attitude, check your fuel reserve, mark your current position fix, squawk 66, contact ground for assistance, check for surrounding terrain/obstructions if able. There are additional things like monitoring engine speed or if flying a csu, manifold pressure to assist in determining transitional climb descend pitch rate changes. Things go more wrong when turns are brought into the imc scenario.

Everybody knows terrorists are dressed in gym wear and mostly active between 08:15-09:15 and 14:30-16:00 Mon-Fri, and all day Sunday... The chances of an SUV hurtling through a Part139 perimeter barrier are slim though cannot be ruled out as impossible. If you see an SUV acting strangely do not engage with the vehicle controller; report it to authorities immediately and keep a vigilant yet safe distance at all times. Be prepared to run without warning.

Quickest way to get into a death spiral; this idea is BS. If you have no turn coordinator altimeter vsi or appropriate training there's a fantastic chance nobody in the aircraft will be arriving home for mars bars; go try it on Xplane and see what happens. At least that way you can pick and choose the arrival scenery and season for the crash site...

Gas emittance... the internal seat probably rotates for directional aiming of the gas source and this augmentation is safely and effectively achieved. I am assuming the Scandinavian version will be released first due to pre existing language alignment - in this scenario all that the unit requires is a red occupant activated button that says "FART" or "FARTING"... The OH needs only to confer this... One would need to be prepared to learn at the minimum a couple of words in Dansk or Svensk, or even Nordsk to become a capable and intensive user... There should be a practice exam section in the rear of the OH with useful pre-exam revision "you say the word" questions such as; "I am ....ing my way around to you now" or "I will .... to work this morning".... but these questions may be in a scandinavian language as opposed to english presented here. "fart til dig nu!!! 😀"

The iS maintains around 14 Stoich; this is where they achieve the 6% fuel burn reduction across the board over the ULS, its also monitoring and adjusting on a per cylinder basis.

Bing64 runs richer as pressure altitude increases; at 4500' and up its running at about 12.3 Stoich

Pipistrel Sinus - Vario Prop POH PIPISTREL SINUS POH.pdf

Sorry threw up wrong file... see attached SW121 POH SW121 POH.pdf

New employment position opportunities for airport ground staff opening up soon; "Piss-Takers" required, apply within, must hold current green card and ASIC....

Pipistrel Sinus POH.pdf

You can use Pipistrel Vario Prop performance charts from either Virus or Sinus POH; plenty of relevant information in there. Long story short, you acquire your set engine rpm then coursen the pitch to your set MAP, and then make fine adjustments for desired cruise speed. In general 26 MAP at 4800rpm will be most economical cruise for a 912 up to critical height for that MAP. When you adjust back to fine pitch you adjust your rpm down first, then pitch fine to MAP, to avoid over speeding the engine... Going to a course pitch its the opposite, pitch course, rpm increase to MAP Cruise 25-28 MAP Downwind 23 MAP Final 18 MAP With all those flight modes and MAP settings you can set 5000rpm as your target for all of them; the CSU governor will hold 5000rpm

I read somewhere on the white paper that it really is equipped with FLIES (Flys Like It Embodies Shit) anti collision safety features... can anybody confirm this? Have any further defications been provided yet? 🤔

Rotor molded portable!! 😆😆😆

Pull the ballistic chute handle; see if it works..

During conversations with Dean Winton a few years ago he presented the possibility of wrapping the boom with resin carbon fibre to provide additional strength.

That's great; we can all send them an email with the awesome opportunity available that if they give us an aircraft for free we will put up posts on our facebook and instagram pages to promote their product.. it would demonstrate they are serious. 👍

ABC News report; news just in... "Tree falls on Cessna at private airstrip..."

If pilots do not have an ASIC how will airfield security be able to identify the terrorists? This is a major security issue!!! 🙆‍♂️

You are clutching at straws; i will explain why... when a crankshaft is balanced it is done so with all ancillary components attached, flywheel, pulleys, gears, retaining bolts; the clutch plate is left out as its position is not fixed. The crank assembly is then dynamically balanced; flywheels and crankshafts are generally pre balanced separately first. I am assuming rotax balance the 912 crank with conrods attached; i could be way wrong. Adding a balance master to the rear without adding also to the front will serve no benefit.

I put glass of water with small frog in it and rest it on the top of the instrument panel.. if the water vibrates, it is bad. If the water does not vibrate, it is good... if the frog moves, the frog moves; means nothing, but is noted anyway...

No, 600rpm on the tacho.. but only during tuning and balancing; idle speed is 1800rpm during normal operation

Exactly; so would require customised insertion device at the opposite end of the prop shaft; in the rear bit.. 😐 🤷🏽‍♂️ 😃

I use balance master for three years now; its great; mounted behind bolly prop hub.... carbis all balanced 912 purrs very smooth at 600rpm no gearbox rattles; very quiet, no vibration.. because prop shaft is divorced from crankshaft a second balance master mounted at rear of prop shaft will deal with residual imbalance of prop shaft. Nobody gives the rear of the prop shaft any attention 👨‍✈️✈️

I am extremely disappointed with the lackluster turnover rate of replenishing on Marketplace and lack of community support by the media companies toward minority interest groups... It is stifling the development of my hobby aircraft pursuits. ☹️