turboplanner

They don’t own the property so can’t do anything as long as its rates are being paid and the uses are in accordance with its Planning zone, overlays and permits.

You...you didn't wear the denim and boots did you Skippy?

There are two vehicles schemes operating now: HEV Compressed hydrogen gas is carried in the vehicle, goes into a fuel cell which converts chemical energy into electrical energy which powers electric motors. Successfully trialled by MTT Perth in three buses around 2005. Buses powerfull and quiet, not practical costwise. Honda leased HEV Civics in Los Angeles a few years later, brought one to Australia. Several versions currently operating. HICE Approximately the same process as CNG vehicle. Hydrogen gas fuels an internal combustion engine, zero CO2 output, eliminates battery drive, suits ICE Car platforms, normal ICE range.

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.....solo flight in the Tennis Court (avref), and since it was dark they sat around listening to old 78s of the Russian composer Clackmaninoff who never disclosed how he was able to play such a wide scale of notes. In the morning the Carrier went to General Quarters and Garry...........

Have another look at the aircraft size.

Not sure why you would be contacting SAI Global. That's a different company from memory relating to ISO 9000 Series etc.

If you go over to the Recreational Aviation Australia website you will see at least one Recreational Aircraft under $10,000.00 and plenty affordable. I agree with you RA is what RAA should be promoting, so there's a question RA members should be asking.

How much fuel can be transported in a private vehicle: You'll need to search for it.

Take it up with Standards Australia; they're not based in Chicago; I've made a submission there and had unsuitable details changed.

You’ll be surprised to learn then that none of the lawyers will ignore that admission. Someone once said that ignorance is no excuse.

You specified a particular Australian Standard. There are others and a crossover where a Dangerous Goods specification is triggered.

AS1940, Title The storage and handling of flammable and combustable liquids. Published by Standards Australia. This standard applies throughout Australia (and if notated, in New Zealand.) You can contact Standards Australia for a copy which I would recommend you do, given what you've just said. Standards Australia has Industry committees come together and lay down Industry benchmarks and standards - the best people from each industry setting the standards for that industry. In answer to your dot points Dot 1: I would use it, and have on hudreds of vehicles across all jurisdictions. Dot 2: Yes both. Dot 3: The Standard spells that out. Dot 4: No These aren't enforceable standards, but should you have a fuel-related fire or accident, since the 1980's they have become a good defence of your duty of care where there's a forseeable risk, and conversely a good point for a Plaintiff if your aren't complying with its benchmark.

.......hand down from a few centuries ago when my GGGGGGGGrandfather used to Let one go every five minutes in the barn, at the dinner table, in bed, and at the pub. The Admiral profoundly apologised for the emabrassment he had caused and then said .............

This has nothing whatsoever to do with aircraft specifications, regulations or experimental categories. This is a MANUFACTURER (a company which manufactures engines, not sales outlets, competing brands and "experienced" commentators) specifying a specific oil. I've said it twice, but its worth repeating; manufacturers can have design difficulties or make mistakes which can be fixed by certifying a specific oil. This can be an oil which meets a certified, so can be any brand which meets that standard, or an oil blended by a Manufacturer to fix a problem, in which case, if you want the longest life out of the engine, you'll use it. It's not dogmatic fearmongering as you say; if something is correct the answer will be the same every time.

That would be what I would expect to see; 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.

...was wise to te poor quality control of the US Submarine manufacturers, saidslipped at the last minute, dived, used that inertia to quickly gain height, did a quick turn to starboard [old avref] and landed diagonally on the deck. There was loud clapping and cheering from the deck; this was the first plane to make a landing today; the rest were all splattered under the foredeck. Garry was greeted by the Captain (the Captain, not THE Captain) who said ......"

I forgot; Or Everyone can use the NAIPS Area Wind direction.

We've had two near collisions in RA this year, and I spent a lot of hours coming up with circuit measurements types of aircraft, where the aircraft should be, how to navigate to the airfied, join the circuit, fit into the pattern with the other aircraft there, where to look etc. No one has made an effort to try a trial circuit and comment on it and the people who haven't been trained in PPL Nav should have. If you're on mid-downwind as I have been on hundreds of occasions you will have been watching traffic in the circuit ahead of you and maybe one who went on an expedition and his base will be so long that you'll be turning final before he gets to base. At that point you're only looking at half the circuit (you've already made sure you've left a good margin in fron of the Baron that's coming behind you to allow for the jockying that's about to start. At mid downwind you pull on 1 stage of flap and 90 kts; your job now is to hang in the air behind the aircraft ahead of you until he clears the runway and you can land. If you're catching up, more flap, nose up, more power etc to slow down. Once on Final you watch every aircraft so you're actually seeing who's holding who up. On Final you hang in there until you are sure you can touch down AFTER the aircraft in front of you vacates the circuit. I've landed with five aircraft in front of me on Final just be being patient; every second one had to ground. So the answer to your question is that in the case of congenstion you'll be going round, effectively starting a new circuit so you won't have to spear off somewhere. The case I've described is where there are normally 10 to 12 in the circuit and where the pilots are all experienced with the continuous loop of aircraft. Where you're flying with two or three others in the circuit I accept it's hard to bring yourself up to speed, but you can still train yourself to follow the next one maintaining the same gap all the way down and be ready for the busy airport.

Just fly on the leg out to wherever........

A $450K Sling owner tossing it for a US FAR103?

The duty runway with a Towered/Manned strip is what they are calling, otherwise into wind, but as Skippy said there was virtually no wind. If the first one decides on a runway, nothing wrong with the followers all joining on. Usually an airfield is busy because of training, and a student in the circuit is probably setting the nil wind duty runway, but these were all arrivals.

Was there nil wind, or did some of them prefer crooswind/downwind/anywind etc.?

Although this was a Recreational Aviation Australia event, the aircraft shown is a new or near-new GA aircraft, so totally different pricing structure. The new low volume GA aircraft all have their quirks, such as specific engine management to prevent cooking the engine etc, ability to spiral out in the turn onto final, and high price. However, as we've seen in the past few days, when you hire GA aircraft as most in GA do, these expensive aircraft are at the top end, often have a hire cost profile based on long total investment, so the up front impact is not so visible, and right behind them in ever-diminishing hourly hire rates are the depreciated aircraft that are put on the hire line dropping down to some affordable hire rates below some RA hire rates.

I understand.