Area-51

Let's just go with "Aliens from out of space with ray guns" as official cause.

Its an ok video; too much talking, watched it a few years ago... the final advice about setting wings level come back for another go when you got your composure back was probably the key take away here. There was some superficial mention of stall and yaw, and loading the wing up. "Risk has no memory" is another great take away. Also, suggestion to go get more training if you feel uncomfortable is another key take away. Unfortunately no mention is made regarding knowing where the stick stall position is; which is the single most critical must have for any pilot wanting to avoid spins in any fixed wing aircraft. If the video opened with that statement it would probably actually make an impact and save lives. I will disagree on the premise toward smooth and steady flying; balanced flying would probably be a better concept to present. I get where he is coming from when he says "smooth and steady" however it is misleading and totally incorrect. Any slow uncoordinated skid or slip turn can feel joyfully smooth and steady right up to the second the tin can suddenly flips over and heads toward the dirt.

Approval or Authorisation must mean that only pilots holding a current pilot license and medical in a registered aircraft with a maintenance release. All other aircraft and pilots will have to pay $1500

Manufacturer could install "multiball" or "tilt" annunciator panel light to make things exciting!

Maybe this will attract hoards of left and right activists to intentionally use their allocated discretionary C150 hours to practice joining midfield all morning and all afternoon with a four postcode extended downwind complete with 501' low pass breakout of a missed approach on three mile final... guess The State will just have to pay 🤷🏼‍♂️

As soon as i call joining circuit that has been counted as a landing fee. Low pass, landing fee. T&G, landing fee... If i call flying overhead, no landing fee. Maybe anything under 500' overhead airfield they can charge? Interesting situation...

Regarding craft stability in winds and gusts, the level of stability sensors and software on even the most basic drone is far ahead of anything in the GA world and control response times and correction inputs are far ahead of most human ability. It depends upon type of flight controller and array of sensors that are employed; without them the craft is uncontrollable and unstable. To put things in perspective, an industrial level drone will have triple layer isolated redundancy for its main frame and generally minimum dual redundancy on GNSS, Lidar, Infrared, Ultrasonic Sensors, Baro, Airspeed, Gyro, Magnometer, 5G Video Broadcast to name a few Add ADSB in/out or FLARM to that platform and throw a big lump of live meat into the scene there is little for the human to actually do other than push a button for "Destination" and enjoy the view, or freak out at which point they can press "Panic" and the craft will land and the live meat sack can spew their guts out on the ground. I am doubtful we will see these craft buzzing around. They will be fairly limited in range until micro nuclear batteries are made available, outlandishly loud and intrusive; more so than a jetski; and the risk assessment attached will just not be acceptable to insurance companies without super high premium costs. And to be really honest there is just no use case for them when it comes to human centric transport. Finally how will the aviation bureaucrat deal with "big drones" being used by terrorists to carry out fresh forays into activities aimed at bolstering their social media channels and staunchly defended acceptance on university campuses? Sorry gone off topic again... let's refocus and wind things up with a conclusion.... "It will be fun" "Human Factor" push one of two buttons; that will be where the administration, insurance companies, and lawyers will have to arrive.

Cessna 🤔🤔🤔 maybe he was a farmer moving a load of phosphate and drums of diesel to his other farm 🤔

$11mil??? Couldn't he just buy a train set like normal crazy people 😕

Was Rotax using 518 before changing to 5910?

Thanks already done that; 574 reads as the better performer over 518 for use on alloy components and petrol exposure, ie oil contamination from compression blow by

Thanks; Permatex has been around and used for decades; quite familiar with it.

If all aircraft were fitted with an autoexplode function that a person in a box (of gender neutral nature) activated remotely, we would not need the asic security platform. Bad actors could be discreetly eliminated remotely and instantly by trained air traffic personnel. The need to check each asic applicant along with the risk of bad actors remaining unidentified by the current platform would be 100% negated. The identification of bad actors would be immediate, and strategically 100% safe and effective. A change in how this current regime is administered would provide a broad base incentive for bad persons (including those of gender neutral identity) to "not" use aircraft for traditional nefarious matters of religiously related sectorial and or ideological ill intent. The current industry platform name could remain as people are now used to it and already broadly identify with the acronym.

Has anybody had first hand experience using Loctite 574 sealing crankcase halves? What were the long term results? Doesn't have to be Rotax engines; any engine type is relative; motorcycle, porsche etc... Thanks..

Nice

I have found the DG floats a little too quickly; it required constant monitoring every five minutes even with the latest update. Installing the AVMAG and splitting it between both heads rectified this totally; after 90 minutes and three inflight clearoffs DG is still aligned to mechanical compass.

You cannot expect any Qualitative level of Continual Improvement in any venture unless select data sets are identified and established, monitored, analysed, and learnings extracted from outcomes and distinctions made. Target outcomes need to also be identified at the very beginning. Without any formal investigation of both tragic and survived events any changes of operational policy will be inadequately implemented as the actual cause has not been sufficiently identified and is therefore left to speculation; this very post is a prime example of speculation. Without any matrix available toward identifying all cause outcomes the possibility of unknown unknowns being discovered is "zero". The impact of this is "incorrectly aligned policy" being implemented. The outcome of this is "ineffective policy". The above is not directed at RaAus. It is merely industry accepted knowledge of how the operational policy of a project affects the target outcomes from a Facilities perspective. if the only Input is "aircraft incident, fatal", or, "aircraft incident, non fatal", then that is all there is to work with for developing operational policy upon. Flying aircraft can always, but often is not, fatal. The legacy of something positive and meaningful coming out of this tragedy would be a good outcome.

Expecting there will be another update for AV30C shortly to mirror latest AV30E, provides for Squawk code display on main pages and some improvements on internal mag stability. Always best to maintain the latest update; functionality is improved; its also a requirement for tso'd instruments to remain certified.

Anyone can be an Aviation Legend; there are no boundaries. All one has to do is walk to the front of any moving vessel and lean forward into the wind with arms outstretched to the side. Stretching one's arms out forward is indicative of Superhero Legend... some background music bolsters sentiment.

The Av30C is the control head for TBX; they function together as a unit. Uavionix Aus will better any advertised competitor price by 10% and provide fast technical support. Av30C is required for IFR and Class C TSO compliance situations.

No amount of talking, reading, or flying in Sims is going to prepare any individual for their first real spin in a real aircraft. Chances are high that if they have never experienced a spin and end up in one on their own then they will not be arriving home for tea that evening. Probably the only way the inexperienced pilot will know they are in a spin for the first time is the following, feeling mentally totally overwhelmed, situationally totally disorientated, physically unable to respond (these aspects diminish after the third or fourth entry and recovery of the manoeuvre). If they are in an aircraft with an instructor for the specific purpose of experiencing spins the inexperienced pilot will likely be arriving home for tea. You cannot learn how to negate a spin recovery by just reading a book. It would be foolish ignorant and arrogant for anyone to believe they are prepared enough by just doing so. Invest in yourself. Find a suitable instructor and go do the training.

Did this on the tecnam sierra a few times myself in the beginning. Yes it does throw some surprise and excitement into the mix. Pushing the trim thinking it is the ptt could of happened on this occasion. Lucky each time it happened for me i was no lower than 2500' and worked it out almost immediately and corrected. A review of the trim motor position would determine this straight away. As with everything else causal above it is a speculation of possibilities. Any electric trim setup without a dedicated isolation switch on the panel to mitigate runaway is a recipe for disaster. After designing a custom stick grip with electric trim switches i decided to not connect them due to the ease and risk assessment (high probability, high situational impact) of an uncommanded operation occurring during both taxi and flight.

We may never find out what really happened unfortunately. Having flown with Dave, based upon his aptitude, level of patience and situational engagement, i would not expect him to allow a stall spin situation to develop through uncoordinated controls. Its possible he suffered a medical episode. The wind yesterday would of made it challenging at boonah; base final turn onto 22 would of been subject to left wing drop if the wind suddenly dropped off due to rotors coming off the south hills. We will never know. A great guy, and a great tragedy. The whole team up there and everyone involved would be in a lot of pain right now.

Soon; hurry; offer ends today