BurnieM

Garmins G3X Touch has a lot of information displayed on a much bigger screen (along with mapping options) so not really comparable. Comparing with the G5 is more meaningful, with the MicroAir displaying a lot less information on comparible screens but MA having more different types of displays. US$5K seems a little (lot?) low for a 'six pack' with instruments, radio and ADS-B transponder so would be interested to see 'written down' Australian pricing.

Some info here; https://www.motorcycleproducts.co.uk/goldfren-ad904-light-aircraft-brake-pads/1/023732

Just repeating the feedback from our Casa rep 2 weeks ago. Nothing is set in stone yet but it seems like the decision has already been made.

Sounds like this will be similar to Western Sydney 'D+' requiring ADS-B out and Skyechos not being suitable standard. Also maybe requiring some sort of VFR flight plan. Does make you wonder what is causing the delay with RAAus CTA endorsements ? This could get quite heated if they do not appear soon.

It is a bit weird that CASA seems to be arguing against ADS-B IN for IFR aircraft. Yes, I know that the industry is pushing CASA on everything that increases their costs but ADS-B IN seems to be a no brainer.

I dont think there is a rule but I believe it is good practise to make your dead side turn the same way as the circuit. This lets you more easily check the upwind part of the downwind for conflicting traffic.

I believe calling inbound, joining and turning base is pretty common at most places. Plus a current position report if I hear a new plane I had not heard before. The pilot can exercise his/her judgement to call as any times as they believe is required but ... too many calls is a real problem at many locations. If a call is stomped on then neither pilot will be heard and both will be unaware this has occured. CASAs recommendation appears to be a reasonable way to deal with this. I am pretty inexperienced with flying but I do have radio experience with 2 other organisations and there is a big difference between making a call and passing (and receiving) information.

Isn't Qld bitching about lack of money (generally) ? How did this happen.

Then the technology needs to be a s/load (technical term) better than it is now. My partner had a 2021? CX-5 that could recognize speed limit signs. On the M2/M7 (100kph limit) it would frequently read the 60kph signs on the offramps and flash us a warning. If this warning system was coupled to the brakes it would cause havoc.

This is why I love cruise controls, particuarly smart cruise controls. Minimum trip time with minimum stress.

Temperature cycling of the surface it is stuck to causes this. It will fall off more quickly in summer. Take it off each time and replace it before flight. Wet the cup with a small amount of water/saliva as well. A suction cup is not designed to be used as a permanent mount. Putting it on and expecting it to still be there when you return in a week is possible but outside its design parameters. I used to sell RAM mounts.

Nothing is absolutely safe and nothing is absolutely dangerous. Access the risks and take reasonable precautions but do what you enjoy. Nobody gets out of this place alive.

I think Skippy is referring to the term "midfield crosswind" rather than just "crosswind". There was a previous discussion on this. I am leaning towards "midfield crosswind" being more meaningful but it is not what is being taught. Saying joining 'anything' without the runway is not helpful particuarly on light wind days. At SHL we have 4 runways and 2 circuit directions on both.

I think you already have this information just not presented as 'what is taught'. When performing circuits at Shelharbour call turning base whether other traffic is heard or not. If traffic not previously heard calls inbound or joining then call with current position in the circuit.

In all areas in NSW I have seen float planes landing boat operations are permitted. A lot of bitching about boat speed restrictions not applying to float planes.

I do not believe it is blame shifting but it is pretty naive behaviour from Angel Flight. Particuarly as it looks like it diverted $300k of donations that would have normally come straight to them. This will probably also reduce donations to AF for several years, a pity.

Can I suggest that you leave Skippys post in this thread and also duplicate it in your new thread, the post starting; "It's amazing how conversations on this Forum can dive down unexpected, often entertaining/instructive "rabbit holes". This is not one of those beneficial digressions - there are certain people who have voiced opinions, completely unrelated to the maintenance of Rotax 9 engines regarding the installation of spark plugs. I warn Rotax maintainers against these opinions (anti size and unspecified lubricants) - they have no application in the installation of spark plugs in Rotax 9 engines. ......... " and then move all the posts after that into your new thread. I did not use your new thread as the context of the discussion would be lost.

Not trying to drag this out but; https://ngksparkplugs.com/en/resources/spark-plug-basics "The optimal firing end temperature is approximately 500°C (932°F) to 800°C (1472°F). The two most common causes of spark plug problems are carbon fouling (< 450°C) and overheating (> 800°C)." Is saving 10 degrees revelant ? https://ngksparkplugs.com/en/resources/5-things-you-should-know-about-spark-plugs "NGK spark plugs feature trivalent plating. This silver or chrome-colored finish on the threads is designed to provide corrosion resistance against moisture and chemicals. The coating also acts as a release agent during spark plug removal. NGK spark plugs are installed at the factory dry, without lubrication or anti-seize. Anti-seize can act as a lubricant, altering torque values up to 20 percent, increasing the risk of spark plug thread breakage and/or metal shell stretch. Thread breakage can sometimes involve removing the cylinder head for repair. Metal shell stretch changes the heat rating of the spark plug and can result in serious engine damage caused by pre-ignition. Do not use anti-seize or lubricant on NGK spark plugs. It is completely unnecessary and can be detrimental." 50,000+ is a lot of engines but literally millions of motorcycle engines are running without this compound recommendation. The only motorcycle heat compound recommendation I can find is for Canam, also a BRP company. I am all for best practise but is Rotaxs recommendations it ? Show me the data, please.

For clarification; almost all motorcycles today have watercooled heads and barrels including single cylinder dirt bikes.

Its not advice, simply what works on a range of motorcycles. Some manufacturers agree and others disagree, often on almost identical engine configurations. When a manufacturer says do it this way and later says do it another way I question the justification for both methods. I am a data based guy; tell me why. I know you cannot. I find it disappointing that Rotax will not.

Replacing plugs on motorcyces (40-50 sets replaced); I have never used a heat compound of any type I have never used an anti-seize compound I have never torqued a plug I have never stripped the thread on a head or plug I have never had a plug come lose or been unable to be removed. I have seen helicoils used in motorcycles including racing motorcycles running at high revs/temps. The plugs/heilcoils did not fail altho other engine components did (perhaps not a good test). While motorcyles rarely sit on constant revs for any period of time they frequently go above 5,800 rpm. I acknowledge motorcycles have a different use to more constant speed aero engines but I would like to understand the technical justification for Rotaxs requirements.

Sorry Scotty1 but that is marketing speak; same as 915 but more power at more cost. I believe the 916 has a stronger crankshaft and crankcases but Rotax seem reluctant to confirm technical details.

I would be surprised if you could find even a 50 year old Cessna 172 for under $250,000. You can fly a 172 on a RPL and basic 5 med. Both Casa registered and RAAus group G require LAME maintenance so no saving being group G.

A base model Foxbat similar to your specs is $190k (factory built). 912IS, EFIS and autopilot options are available for extra cost.

... and the runway 😁