Mc Guyver

Best to contact Airborne directly for the answer.

Point 4 from ERSAAll non VH registered aircraft need PPR.

I think the altitude on Windyty's site is given as above mean sea level. If you look over SE Aust, areas near the ranges are coming up with no wind at 2000 feet, which wouldn't be true if it's AGL.

The surface winds compare with what we have now.

I wonder how we could confirm?

Brilliant site!

The heights given I think are AGL?

Unfortunately bad news.

SMH reports wreckage found and no survivors.

RIP

My condolences to the family.

Ray was a very safe and competent pilot and instructor with many hours in all conditions.

A true gentleman whom would go out of his way for others.

RIP

Returning from Dubbo, didn't quite make the field ......

Pity he didn't take the fields west of the freeway with a turf farm making a good landing spot.

However it is always very easy to comment after the incident/accident from an armchair !

All affected motors have serial 4 XXX XXX, must all be certified, my 912ULS is serial 6 781 3XX, so might not be a problem to many of us.

Had a similar problem.

I think it is time renew the springs and that should solve the problem!

What do you mean by blown off muffler?

Did exhaust pipe crack through?

Yes mine was an airborne too. The issue may be related to the funnel although the funnels are designed to be earthed as well. If you use a nozzle on the drum, it would be wise to have contact between the nozzle and the funnel to reduce the risk of sparking.It's unusual that nobody is aware of this incident as the triking community is pretty tight.

 

Bluey.

You are using a spout on the container with a good air gap for spark to jump across!

Hi guys!Thanks for the welcome! I have a feeling this is going to be a great new experience for me!

Len, if you can tell me how far you are from me, and if its not to far, I will be there soon!

 

Porra

Hi everyone it turns out that the engine failure of the rotax 912 in the technam I was flying was a dual CDI failure at the same time does anyone know if this is possible and why

I always do a mag check on shut down.

Joe is the name! Just moved over to the Gold Coast from South Africa. Looking to find another flying family over here as I have left my flying family and mates back in SA! Anyone out there know of friendly airfields nearby?Porra!

Come and visit when you are down my way!

So Factory spec is that for every 6ft forward you loose 1 ft of altitudeHow then do you teach to 1/2 that (12:1) ? or do you mean that you teach 3:1?

 

Andy

I find the GA vs RAA comments quite spurious. Everything we do in everyday life has attendant risk. The best we can ask is to be aware of the risks affecting each activity, so that we, as individuals can make an educated choice about the risk profile inherent in each activity.There is a responsibility on all PICs of non-commercial aircraft (whether RAA or GA) to ensure that passengers have some appreciation of the risk profile. A more interesting discussion is how far should we go?

 

Perhaps you know more than the rest of us about the actual cause of the accident? It wasn't an engine failure that caused the aircraft to spear in at a (reported) steep angle. Neither was the cause due to being over water.

 

Maybe, as the passenger recovers, some new light may be shed on the actual cause.

10 hours later, my fuel filter had blocked up. I was fortunate in being only about 3 miles and 1200ft AGL from our airfield, able to restart and limped back to our airfield.

I insist that the guys at our airfield practice simulated engine failures regularly.

Number one priority being to get your best glide before thinking of anything else.

Factory specs of my aircraft: GR 6:1 and I teach 12:1

Almost all of us have a GPS which will give glide ratio, and it is easy enough at a safe height to find the best GR for the aircraft flown.

Has anyone imported or flown the pegasus quik/R? I was talking to someone today about the possibility of importing one but I'm a bit reluctant given that I would not get an opportunity to test fly one first. I hear they are cheaper to import than buy a new airborne 912 and the airborne is inferior in areas such as speed, handling in turbulence and of course cost. The quik comes with a 100hp 912 and the quickR trims at around 80kts hands off. At the moment, I am looking at upgrading my streak III to the SST at a cost of around 12k - cost of streak III sale. The QuikR is about 38000 pounds if I'm not mistaken. Delivered to Aus it might set me back around 56k with the dollar where it is at the moment (1.10US). A change over of around 16k or so.Bluey

Is it not 80 Mph which converts to 69.5Kts ?

Jake,I appreciate the frustration, between weather and work I haven't been able to go up since 25 Jun. This sunday for sure!!!!

His looks went off.

He is safely on the ground. Unable to move on at the moment due to Monsoons

I did a 2 day course presented by Rainbow Aviation Services of America at Maitland a few years ago. The HGFA brought them over. The presenters were highly qualified and were certified in GA as well as Recreational Aviation,

This is the way they recomended we did it

Bluey, not sure how you checked your filter,

but you need to wash the element in petrol in a plastic container and then strain the petrol through a very fine white cloth. That way you can then examine the clean element for metalics and see any metalics that have been washed off the element.

You need very little space to do it!

Thanks for all the advice, it is very reassuring to read about all your experiences. I am yet to cut open the filter. Do you need a special tool to open up the filter as some have suggested? I am waiting for someone to do it for me for this reason. I would much prefer to do it myself.

I have a cutter which is always available

Hi, during a flight this morning, I noticed that one of my CHT temperatures was lagging behind by about 10 to 20 degrees from the other one (912 UL). The one that was lagging was quite variable in that it was always behind the other and changing quite quickly by about +/- 5 degrees in a matter of seconds. At the same time the other CHT was very stable. This to me indicates a failing probe not a real problem (hopefully). I wouldn't expect the CHT to vary quickly at normal cruise RPM. Anyone had any similar experiences?Bluey

The best way I have seen is to apply grease to the exhaust whilst very hot.

Do this by rubbing it on with a rag.

After 3 or 4 applications you (the aircraft ) have a nice black exhaust.

I have seen it done on a Subaru exhaust.

Works brilliantly!