pylon500

If you're going to metal skin the sides of the fuse, it's not worth making steel (or whatever) fitting to hold the vertical stiffeners. A small aluminium triangle bracket on the inside would be plenty. It could include the locating tag for the cross member. Truth be known, the square tube stiffener is overkill as well, even if you only intend to skin with 0.016 thou.

Bubbles only take a bit of practice (and following standard procedure), are fairly easy to make. One of our locals got it right (eventually)

So the extrusions come pre-drilled?

1500kg is a lot of aeroplane for a two seater? Or are we going to let the real warbirds into RAAus now?

So no option as a taildragger? If you came up with a way of making the plate symmetrical, you could just reverse it for tail wheel set up.

RAAus RV4; Only single seat, No aero's, Self maintain, $210 membership, $110 rego (subject review) No controlled airspace (UNLESS PPL'ed) GA rego'ed; Two seat, Aerobatic, LAME maintained (unless SAAA trained) possibly $850~$1500 100hourly/annual, No rego fees (yet), No license fees (yet) Go anywhere.. What have I missed....?

And we've just re-invented GA with ALL it's associated rules, regulations and additional costs.

Actually if you're looking to build something in the RV3/4 type range, have a look at the Panther; https://flywithspa.com/ Looks like an RV, but built simple like a Sonex. Aerobatic (if VH), they were fairly cheap, don't know about now, and I think a two seat is in the works. Has folding wings. I was looking at one at Oshkosh'13, VERY interested... This is the prototype; 912s, 914, 915?, Corvair, 0-200, 0-233, UL, plenty of choices...

Some Shawnee photos (by request)

Nope, didn't work... Just went to youtube front page..

There is a HUGE guess the airplane thread over on an R/C forum, lots of oddballs; http://www.rcgroups.com/forums/showthread.php?t=287752

Cheyenne on a test flight; (only just uploaded this, youtube may still be stabilizing the image 13:49-13/05/16)

Good to see it wasn't taken with a 35mm cannon on automatic....!

Yoiu need to be careful with some rego's if you turn them upside down;

And while the 912 does not have any form of 'impulse' magneto, you should be aware that if this condition exists (broken wires /hard to stop), then you technically have a 'live' engine. I would be very hesitant to turn a 'warm' engine in this condition.

Getting back a little closer to the original thread, I had a read through the 2015 reports, and noticed a lot of inconsistencies, mainly in the 'Outcome' section, which didn't always seem to have anything to do with the incident? Did read that same report for the thread incident repeated on two different days? And still think there is more to the presumed fault than we are hearing.... As an aside, I often buy Bunnings and SuperCheap tools for their price, and oddly enough they either work for a good period of time (thereby thinking I've got my moneys worth), or they fail within twelve months whereupon I get them replaced for free.. Ozito routers and 240v fluro lead-lights come to mind.

There is another RV4 on the register, doesn't do a lot of flying, and the owner was debating whether he wanted to keep it (it's in pretty good nick). Looking at your avatar, it mentions a P96? Maybe the RV owner would do a swap with you? I'll have to give him a call...

That's got some serious power behind it!

I think they need to try and explain better, what was so hard about making a geared turbo fan? Turbo props have been doing it for years, in fact I'm sure there has already been geared turbo fans for a while...?

There's pro's and con's to either setup, so I'll just add more confusion by saying, your trim tab effectiveness can also depend on what side (left or right) of the elevator the tab is fitted to with regard to propellor slipstream effect..... The amount of angle applied to the tab can be affected by it's overall size, which can also be changed with the amount of power (prop thrust) that it gets, and/or the speed you fly. Some tabs are placed out near the tip of an elevator to avoid changes caused by thrust (or lack of it). It can all depend on why exactly you need a 'fixed' tab, maybe if it's an overall trim requirement, you could adjust your tail plane (stab). If it's a power/pitching couple, maybe you need to adjust your thrust line? Personally, I tend to go for the A option... Glad to help.

Does that mean we will see them in stores by Christmas?

At the moment, parts will be a little hard to come by, although most parts can be fabricated by anyone with a bit of engineering know how. Rotax engines available from; http://www.bertfloodimports.com.au/contact.html Do you have any tail wheel time in GA? Not a huge deal with a drifter as it's almost not a taildragger, being fairly benign on the ground.

Looks to be an approved Drifter with full dual controls, so yes you can learn in it (you can also put it 'on line' and have it earn it's keep). You WILL have to keep it 'under cover' at least, a hangar would be better. Drifter's are fairly easy to maintain, everything is out in the open, it is a two stroke so you will need to become aware of their operating requirements. That said, the advert does say the engine has done 865 hours(?) which would preclude it from being used in a school, as these engines only have a certified life of 300 hours. The use 'on condition' system is still a bit vague, but I dare say you will still be able to be taught in it, providing the instructor is willing to fly it. A replacement engine will set you back around the $7~8k range, but if the original motor is running OK, you could sell it for around $1~1.5k. $19900 isn't too bad, although with those engine hours, even with aircraft fitted out as well as it is, $18k is probably closer to the mark...

The early ELT systems in GA usually had a remote activation switch on the dash, as the unit was usually installed down the rear somewhere. Not sure about PLB installs? Usually sitting in the side map pocket....?