skippydiesel

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.

"Fly'n for Fun, held at Parkes on the weekend, showed what support and planning can do when it comes to making a successful general aviation fly-in event." Dont know which fly-in this journalist went to - his/her gushing report bears little resemblance to my, admittedly brief, visit on the Saturday. "..........showed what ....... planning can do...." My observation - planning & attendance, well below past events at Narromine/Temora. "RAAus and major backer AMDA Foundation have shown they know how to learn, making some fundamental changes that put the future of the event on a sure footing." If they want to learn, they might just check out visiting pilot instructions for the Vintage Aircraft Fly-In, Corowa. This is how at least the advice to pilots and apparent planning should be done (Note: I have not visited this event in the past, nor have firm plans to do so this year, possibly the next. The well presented information document & pilot briefing ogers well, but may or may not be, reflected in the conduct of the event itself) https://antique-aeroplane.com.au/event-5658328#:~:text=COROWA%2C NSW 18-21 APRIL,days of fun and celebrations. "But unlike 2022, this year's event was not held on the airside area, which enabled underwing camping at a security-controlled airport, a feature often considered important for a successful fly-in event. Visiting aircraft were parked in a rough (for small aircraft) grassed area, so far away from the event, that a shuttle bus was provided (good 10 minute walk) I would have thought that having the public able to view the many & varied visiting aircraft/talk to the pilots, would have been one of the most powerful advertising/ promotional tools RAA could have accesses and for FREE but nooooo. The staging of an event, like this, at a Security Controlled Airport is gobsmacking in its stupidity. "........ products from several of GA's most prominent suppliers............." Funny I thought that this was an RAA flagship event - sure GA are welcome, as are all in aviation . "...............which demonstrated the bulk of the attendance consisted of flying people rather than general public. " I stand to be corrected - An event like this is in part for the converted (pilots) but more importantly should also be to attract the next generation of pilots. That the public were not there in droves is a disaster. "However, RAAus made the decision not to charge entry to the event,...." To charge one must have a product that people will wish to purchase - this event was no such product "Regardless, Fly'n for Fun clearly enjoys the confidence of both AMDA Foundation and RAAus, and both have plans and ideas to increase the event's presence and importance to the GA community in Australia." RAA's membership money's should not be squandered on such a second rate event. If this event is held at Parkes again - I suggest promoting to Event Management courses, as a demonstration of how not to do it - probably get droves of eger students🙃

I use and have always used, fuel containers meeting the AU standards (as inscribed on the container) - not because they have the AU standard but because I personally don't like spills or the chance thereof, for all the logical reasons. I I said my interest is how much fuel can legally be transported in a private vehicle.

Check out the (comprehensive) visiting pilot instructions for the Vintage Aircraft Fly-In, Corowa. https://antique-aeroplane.com.au/event-5658328#:~:text=COROWA%2C NSW 18-21 APRIL,days of fun and celebrations. This is how it should be done

My question was not about the suitability/quality of the contain but the amount of fuel that may be carried - in practical terms, seems it is up to the purchaser (as it should be)

I did specify HOBBY farm - unless exceptionally large, verging on commercial, I doubt the viability of your statement.

I see this is a "Standard" - Does this mean that it is enforceable/recommended (?) across all Australian jurisdictions ? Does it apply to both commercial/private situations ? How can it be applied to small business/hobby farmers, who will routinely need much more than 25 L at a time? Is it an other one of those rules/legislation (like ASIC) that has no foundation in logic, is unenforceable and completely impractical?

Developers just take advantage of whatever situations arise (bit like Vultures eating the dead) - the real fault is with the Government(s) of the day, making short term decisions (about public assets/facilities) for short term financial gain and bugger the long-term consequences.

The sort of fuel bladder you want should be dictated by its use. The Turtle pack options are great as ferry/range extending tanks. For the most part connected to the aircrafts existing fuel reticulation system. If you are looking for some way to transport fuel (ULP) to your aircraft, from a servo, while on an away trip, foldable "Jerrys" might be a more cost effective option. This is what I use, as space in my aircraft is limited. To date I have never used them to carry fuel in the aircraft. They are available from reputable suppliers like Aircraft Spruce (AU)

"That would be what I would expect to see;" - Agreed "inevitably people will go on social media and others will tell them they put "x" oil in their Rotax and its still going, they'll do the same, wreck the engine and trash talk it for the rest of their lives. You can't help some people." - Can I assume you have heard of experimental/homebuilt/kit aircraft. If so which part of experimental do you not comprehend? While factory built aircraft may limit a pilot/owners choice of materials, experimental does not. Those that choose to go the experimental rout do so, at least in part, because they have the freedom to exercise choice, their own intelligence & reasoning. Your dogmatic fear mongering is an insult to those who enjoy the challenge of making their own purchasing decisions and a failure to recognise that, historically, the market will almost always provide competitive products, that will meet exceed the specifications published by the manufacturer. At the moment there is is at least one motorcycle oil that meets/exceeds all of the Rotax XPS oil specification, save one, lead scavenging. The lead scavenging component is of no interest to someone who uses ULP (lead free) exclusively (or almost so). In my mind it is not a question of suitability but of cost effectiveness - will the non Rotax oil be significantly cheaper and therefor worth the risk. For Rotax 9 users who do not use AvGas - Passed on from the Rotax Owners Forum : "Use either Mobile One Racing 4T or AmsOil Motorcycle oil. Both full synthetic motorcycle oils with ZDDP additive in them.." Available in Australia: Mobile 1 Racing 4T about $23/L https://www.m1oils.com.au/product/motorcycle-racing-4t-10w-40/ AmsOil Motorcycle oil about $35/L (sold in imperial quantities)