skippydiesel

You are likely correct. Unfortunatly manufactures performance data being suspect, one can only turn to third parties (Wiki) in the hope they may not just be paroting the manufacturer's claims. ADSB? - you would need to know the registration of the aircraft, the power setting, engine type, propeller/ load, altitude, OAT, any speed/lift mods - what else? to be able to make determination (data) that could then be used to compare with another aircraft in the same conditions . Not impossible but unlikly, outside the controlled confines of a competition. This is why I like competition data - its the only information that is likely to be untainted by marketing hype. https://www.pipistrel.ad/pipistrel/travel/virus-912 http://worldrecordplane.com/

Thruster my friend, me thinks you miss the point - Your engine fails, somewhere between end of ground role and achieving circuit height (1000 ft above airfield)- what to do? Conventional training/wisdom is to land straight ahead (or close to it). However it clear that , depending on height above terrain/obstacles, when power is lost, pilot competence with the aircraft in question and the characteristics of that aircraft, it may be possible to return to the field (the impossible turn) and land down wind. There are great risks involved, the aircraft (especially a lightweight RAA one), may rapidly lose momentum/air speed. This loss of airspeed may result in a stall, when the pilot attempts a turn back (a turn raising the stall speed). The stall, depending on height above terrain, may not be recoverable. All of the above, are why a straight ahead landing is promoted - best chance of avoiding a stall/loss of control.

It's not impossible but the pilot must know his/her aircraft very well, especially its low speed handling/ glide/impending stall characteristics. Anyone who has not practised down wind landings, should do so. The sensation of speed (above the normal) as the aircraft approaches the ground, can be quite disturbing, to anyone not having tried it. The greater the tail wind the greater will be the ground speed.

As an alternative model - Club/Group ownership (does require a critical number to generate the necessary capital). In my general area (1 hrs drive ) there are two successful group owned strips - Wedderburn (very successful) & Mittagong. I fly from The Oaks (under 5 mins) a private (single owner) strip BUT somewhat hampered by limitations, I believe, imposed by the owner. His right but unfortunate.

Hi KR - As mentioned earlier - Did my own physical install, applied for unique code BUT had to have certified person do the actual initialising (commissioned). Initialisation involved electronic gizmos, that also checked out the accuracy of my altitude, air speed, direction measuring equipment.

Nice looking aircraft and its (Wilkpedia) performance is almost as good as the ATEC Faet (also Czech)

I have it on good authority that the weather will be divine 😈

Yeah! landed there a couple of times. Privately owned with an uncertain future. I think to call it "interesting " would be he extra polite way of describing it. From memory there were 3 aircraft housed in an old, leaky, farm shed that looked pretty ricketty. The grass runway was under attack from rabbits (holes) making it a bit dodgy. Advice from local aviators, as to how to distinguish the runway, from the surrounding rough pasture and where to touch down was essential. One of the pilots had come up with an ingenious grass mowing rig - I think it was 4 petrol push mowers, connected to a clever frame, holding the mowers in parallel, able to follow the terrain, all pulled by a quad bike.

Creative Spinn!!!! I forsee the closure of this event, sooner rather than later. It comes across as a box ticking exercise. It is not a good investment for commercial aviation (not enough potential buyers) or for RAA - its for a very few enthusiastic aging aviators - what's in it for the new recruits??? Where was the lineup of excited kids (teen-80) waiting for joy a flight/TIFs . It desperately needs : A new Management team, with fresh ideas and realistic short/medium/long term goals. Different location - YPAK just doesn't have the environment/atmosphere - for a start, a non security controlled airfield, is a must. Visiting aircraft parking, should be open/accessible to the public (with marshals to prevent people doing damage) Reasonably weather resistant parking/camping (not a potential mud bath) Proper food & drink (cold water should be free) - long gone are the days, when soft lukewarm over salty chips and third grade steak & onions, with lashings of cheap tomato/BBQ sauce, between two slices of white bread, all washed down with a Coke, was considered a veritable feast. Seating under every tree/awning/ wing of large aircraft. Rubbish bins everywhere Lucky "door" prizes (joy flight?) Best presented visiting aircraft (diffrent categories) Prize for furthest visiting flight/flyer Attractive events/displays/etc for pilot companions Perhaps a local band/ singer ETC ETC

Thanks Nev - Some practical benefits then. They look very complicated ? Costly to manufacture ? & maintain ? Does their large frontal have negative impacts on airframe efficiency?

For sure. Just so that you know that we are not so far apart in our aesthetic tastes. I love the look of: Super Constellations DH Hornets DH Comet DH 88 Comet VC 10 Straight wing Learjets Straight Tail Cessnas Bonaza's Mooneys and many more of the older/classic aircraft

Its unfounded opinions, like you expressed publicly, that gain traction, creating what is often called scutelbut, urban rumor, etc I have traveled in Super Connie, with one engine shut down, somewhere over the Indian Ocean, "to conserve fuel" - give me a modern "jet" any day

Fresh ULP 98RON, will store for over 6 months, in an airtight fuel rated (AU standard) container (plastic/metal whatever) that is 75%+ full. The discussion, in this Forum, on fuel deterioration has been comprehensively done to death.

I have flown into Dick Smiths airfield - he's a nice guy - have you asked him?

Maaaate! This sort of emotive, unsupported, rhetoric belongs in a pulpit.

Okay - I assume this means a courser pitch prop can be used for improved high speed cruise???? You jest! - All that extra trouble for a sound????? Okay gents - now tell me what are the disadvantaged ????

Would one of Forum experts please tell me, what the attraction is, in a radial engine, besides is obvious retro look?

Can't help myself. Spacy - P drivers and those who should never be allowed to hold a driver's license, are and always have, been a constant threat to other road users - Roundabouts have neither introduced or exacerbated this reality. There is only one answer - practice defensive driving techniques.

Am I the only pilot who thinks that TBO claims are BS due to the lack of a common measurement/criteria across the aircraft ICE engine industry. If I am correct, those poor deluded pilots, who use this marketing tool, to compare longevity of service, between engine manufacturers, are fooling themselves.

I beg to differ - The vehicle on the roundabout has right of way (ie its must be on to have right of way) Remember the example of the give way T junction - now extend that to 3- or more T junctions, in close proximity. All drivers approaching must give way. Once on the roundabout that vehicle has priority. Doesn't mean that other vehicles may not enter but they should not "cut off" the priority vehicle(s). If you are on the roundabout/or enter ahead, of the vehicle not yet on the roundabout, a collision would see the rear vehicle (last to enter roundabout) at fault. The above does not allow for aggressive (illegal) behaviour. The concept is a free flow of traffic, however it depends on good advanced signaling and curtesy, with the potential to have several vehicles on a roundabout at one time, maintaining a free flow of traffic. Other factors are : Dual lane roundabouts - Vehicles turning right, must remain in the right lane on approach, through the roundabout & on exit - no lane changes until well clear of roundabout Straight ahead, can use both lanes on approach, through the roundabout , on exit but must not change lanes until well clear of the roundabout ie no lane changes on the roundabout. Left turning, use left lane on approach, on roundabout and on exit Lane discipline is essential Signaling - With the exception of straight ahead, indicators must be signaling intention before entry to roundabout, continue until abeam exit before intended exit, at which point indicate left. Left turning vehicles will use indicator on approach , continue until achieving exit of roundabout. Correct use of indicators allows approaching traffic to know the intentions of the vehicles on their left and act accordingly.

In a correctly functioning oil cooling system, I would expect the oil to get over 100C in climb out (high power /load situation). Dont know what the Jab operating instructions are, however I have always understood that in all engines, it is desirable for the crankcase oil to go over 100C, for an extended period (say 20-45 minutes) specifically to drive of volatile contaminants (water/fuel/byproducts of combustion) in the oil. Further, modern oils are usually able to tolerate temperature to around 130C (not saying this is desirable). If the cooling system is working correctly the high oil temperature will return/cool to below 100C, in cruise If you are doing circuits, it may be that the short down wind/cruise leg, after the high power/load of climb out, is not long enough to see the temperature fall below 100C I suggest taking the aircraft out of the circuit (stay within gliding distance/altitude) reduce power to cruise and observe the effect on the oil temperature. Oil gains heats & loses heat relativly slowly (compared with coolant/egt/cylinder barrels/heads) so don't be in too much of a hurry. Personally I like to see a the oil temperature at a constant 90-98C in crusie (temps may vary with OAT)

As manager, organising in house events from 20 to around 2000 people /day (international & domestic visitors) and as manager facilitator, for others, using my employer's facilities, to around 8000 over two days - That's all you get, until you demonstrate you are in a position to offer a remunerated consultancy, that might attract me out of happy retirement - then you get my CV

Spacy one of the principal rules of a traffic roundabout/circle, is give way to the traffic ON the circle (in this country) on the right. One of the problem is the failure of motorists to understand this and give way to traffic approaching (ie not yet entered) on the right. This causes them to stop when not required to, slowing following traffic unnecessarily. This is then compounded by the approaching driver, thinking he/she has right of way (not slowing). Drivers should approaching a roundabout, as if it they are coming to a T junction, with a Give Way sign. For the roundabout to work well, drivers must use their indicators to signal their intention, not their action - I have long observed, that avery large number of Australian vehicles, are not fitted with functioning indicators.

Moaning?? Have you checked out the coming events, I have referred to, and seen how they compare with RAA's ""Fly'n for Fun"?? I have some experince in event management, so for a consultancy fee (RAA is a professional organisation not charity/volunteer group) will be happy to assist, should I be asked.