Kiwi

What information did you have ready for this question? "for ADS-B installations, a signed declaration by an approved installer using the template provided on business.gov.au- external site" Kiwi

I was in a Drifter, had tw0 20 litres drums plumbed to the bottom tank. Always had planned fuel stops arranged and only had to chase fuel on a couple of trips away. (Diversions and/or whether conditions)

With Narromine and Dubbo close by I don't think fuel is required at Tooraweenah. I have landed and camped there three or four times. Great little town.

Samsung tab a 8". Never closed down when fitted on the dash of the RANS S6S. Same tab on the 140 Cherokee and it has shut down 3 times, all on 30+ degree days. Two of them when I was doing my BFR.

Pa-28 140 is 24psi by the book, 975kg Rans S6S I run 20psi And in the Drifter I run 10psi, any lower and the tyre moves on the rim.

Nearly happened to me once, then I saw the "remove before flight" tag.

Don't forget that it's off a "motorbike". Some places won't sell you parts if it's for a aeroplane.

With my 140 the nose is a bit sticky and sometimes the nose comes up when you put weight on the step, and it stays up until you push it back down.

8" Tab A does everything that I need it to.

Maybe.... Boom breaks at engine down tube, elevator jammed, prop cuts through boom, aircraft goes up on nose then back down again creating second bend at the prop strike.

I was of the understanding that one of the Clifton Drifters was a converted 503, but I've been wrong before. ( just ask my wife) Trevor will know.

The Drifters up till the early 1990's had a hole in the top of the boom tube directly under the rear upright, the electrical wires from the engine ran inside the boom tube and exited behind the instrument panel. The hole in the top of the boom is the week point. In the 503 Drifter you can see the boom through the inspection holes under the pan. In the 582 they don't have the inspection holes, the underpan support for the upright brace tube are in the way. I believe 25-413 is a converted 503

Very sad to see, glad everyone is OK.

I have two Raaus registered aircraft, one has a transponder one doesn't.

I don't totally agree with you Mark. Unfortunately it is not the flying school that ends up paying the landing fee's, it is the student. A friend who owns a flying school at a regional airfield calculated it would cost him approximately $65,000 based on last year's landings and increase the hourly rate for training by 10%.

If it has landing fees, I don't go there. If places like Narromine and Temora don't see the need to change landing fees why do places like Gunnedah.

Nose up, clockwise. 7 to 10 turns anticlockwise on a touch and go. (and I sometimes start the wrong way)

Looks like a pretty big rock to me.

Flybox Propeller regulator PR1-P man_PR1P_eng_rev31_45.pdf

My wife took her handbag and am way over MTOW cause of it.

It's a Gentleman who has the same name, not the one you think it is. Great bloke and very community minded. He will be missed. Rip

Thanks Mark

Yes 5500 is max continuous but 5800 is max rpm for no longer than 5 minutes. If you wanted max climb rpm (or 5600) what would /could you set the eprop to? My aircraft is set to 5650 straight and level and get about 5500 on climb out. (She's over weight and under powered ☺)

Hi Mark, Roger Lee from Rotax Owners recommends 5600 to 5650 RPM wide open throttle at your usual altitude, by the look of the eprop they want 5500 max. Do you know why ? Could it cause it to go through redline static or on climb at 5650? Kiwi