Camel

The Cessna 172 N POH says no sideslips with flaps extended, I have been told there is a problem sideslipping a 172 with flaps extended as to controlling the aircraft and not a structural problem as I originally thought. So sideslipping is fine whilst flaps are retracted.

I had a Kaspar in flight adjustable on my Sportstar and if the prop is left fine after take off it will definitely over rev.

Great propellor when operated correctly.

Greetings Ms, are you learning ? GA or RAA ? Great to hear from a female aviator and I like the female prospective on things, look forward to your comments, ideas and input. Happy flying.

Just out of interest I looked a few things up, it does have an ERSA entry as Snake Bay.

Or park on a slope with "both" selected.

In case some don't know, a C172 or aircraft with similar fuel systems should be fuelled so that fuel can not cross feed so if it is switched to left tank so it can not cross feed during refuelling, if someone were filling a tank a stop for a chat when they thought it was full, it will cross feed to other tank so when other tank is filled the other tank is no longer full. This happened in a C152 years ago to a friend and chatted while refuelling and ran out on route.

I'm not saying this is the problem but it is a very obvious one to operators of Cessnas with fuel selectors that cross feed.

The Ibis aircraft were registered as a 24 Factory built originally as was the Foxcon Terrier and Morgan Sierra. They were victims of Casa finding that they supposedly didn't comply.

I flew an Ibis at Natfly and considered buying one, I flew a Terrier at Mackay and considered buying one and have flown the Morgan Sierra and would happily own one, they were all very nice aircraft to fly.

I dont bag RAA, and as a low time pilot I dont think I am better than RAA. In saying that, I have a mate who flies RAA and I will never get in a plane with him. I also have a good friend who is GA and I wont get in a plane with him.On a regular basis, I see a well known RAA instructor who is/was teaching a few people here who is just as good as an GA instructor, infact a lot better than some GA instructors that fly out of my local airfield.

 

I have observed the same attitude with PPL v CPL. Not sure what is wrong with you guys, we all go flying, we all enjoy it. Not sure where the inferiority complex arises, but I have a good idea.

I have and will embrace all forms of flight including aero models and parachutes, they all fly.

Thanks Oscar - love to see what goes for cowls these days and what mods people have down. Quite simply, if the increase in the intake size isn't effective, I will know to go back downstairs to the outlet and perhaps increase lip size etc or add some tab style lips as a trial. So far, anecdotal evidence indicates that intake enlargement is quite successful, so we'll see. The fact is, there are perfectly satisfactory LSA cowled Jab in existence, so I am not of the impression that drastic measures are required, just some tweaking. Next after that though, I am curious to remove that big barrel muffler from behind the trusty oil cooler, as I imagine it could be creating all sorts of complexities in terms of air output from the cooler striking it, as well as the radiated heat.This shows exactly what I have in mind. There appears to be quite a few people I know of locally who have success to the amount of 10-22 odd degrees reduction.

Do they really Desky? There might be some, but I reckon a lot of U/L's are more demanding to fly than most things GA. Some are not game The little stuff scares them. The best hours are the ones that teach you the most and in my view they are the ones when you are instructing basic stuff in simple aircraft. People put aircraft into situations you never dream of doing yourself, at times. Nev

The word is approved engines not certified.

Once you hit Brooklyn bridge track direct to The Oaks, 212 degrees. it will keep you out of traffic except near Propect Resevoir but you should stay clear enough. Then track towards Mittagong to stay out of tiger country.

For Rotax 912 100hp, This series is available as non-certified (Rotax 912 ULS) and certified engine (Rotax 912 S) .

Just a little extra note, should some one have their drivers licence disqualied or recommended not to drive for medical reasons including mental illness then the RAA PC would be invalid. This has happened to someone I know.

The separation for RAA aircraft in ops manual is different to the required by GA aircraft in casa regs.

Done.

What was the rush, they have had 12 months to get it right.

Actually, and on considered reflection, I believe I used the wrong term when I said 'ineptitude'. I meant to use a term more consistent with a logical arrangement of the words: 'backside', 'both hands', 'map, mirror and shouted instructions,' and 'not a chance of finding'. Choose your own sequence.

Latest advice from RAA shows up the basic ineptitude of CASA in drafting the new Instrument.

The restriction only applies to generation 2 if it is or has been with a flying school and has more than 500 hours on the through bolts !

I agree with your first line. But, do you really NOT want the instrument to be lifted? If they keep on doing what they have done, which is somewhat nonsensical, there won't be any future for anything with Jabiru on it. We got rid of Victa Jabiru under threat and Morgan leaving. Is that the way things should be here? We are big enough to have an aviation Industry. Canada have a substantial one and New Zealand as usual punches above it's weight. Nev

There are rumours and these have been said to me from the very front line, Grandalf is most likely right, the restrictions will be alterered any minute now I suspect ! The one thing that is agreed on CASA behaved badly except when you talk to CASA, the experts HAHA ! You are right Geoff, the next days will be interesting.

Never question how much you spend I say as if you knew what you would spend on fun you would have a miserable life. Haha.

Anyone know of any updates on this restriction? It is due to expire in 3 weeks. All seems to have gone quiet.