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KRviator last won the day on October 18 2019

KRviator had the most liked content!

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About KRviator

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  1. IF I had someone interested in the -9A while it is on the RAAus register, I'd sell it tomorrow with the numbers on the side, but it is a very niche mission (ie, high-speed single seat, or medium-range 1+1) that I think it makes more sense to swap it to VH-, particularly now the RPL is here to capture a broader market. As for renting, I have flown an EFIS/ADS-B/Autopilot equipped aircraft that gets along at 145KTAS, whereas the closest 4 seater available to hire is the CCAC's Arrow, which will match the speed, but has an antiquated cockpit - for $335 an hour. Assuming similar costs for a certified aircraft as my RV, plus $3,000 for a 100-hourly, it makes more sense to buy a 4 seater than hire one, and I can retrofit Electronic ignition and the Garmin G3X or Dynon Skyview to it, fly it when I want, and know how well it is maintained. To that end, I'd love a 177RG, but I'm concerned about a couple of aspects, it's carry-through spar issue, reported gear issues and primarily, how well it would cope at Somersby, where my -9 is based. Even a 182P would be on the good side of suitable as you can get a gross weight STC, and a Mogas STC, even if I'd be lucky to see 130KTAS from one of them, but if it has the LR tanks, that more than offsets the lower speed - and the Dynon Autopilot is already certified for it! I'd forgotten about the poor -12! An almost unforgivable sin overlooking that one!
  2. It can be done. But you have make a concious effort to keep your MTOW legal if you're on the portly side. My -9A was 445Kg empty (probably 450 now with the autopilot & 2nd seat cushions), which leaves juuust under full tanks + me, or half tanks + me and Mini-Me. Unless that suits your mission, RAAus isn't ideal for a two seat RV - though it has been adequate for me for 3 years, but to be able to take 2 adults, I'm going to have another go at putting it on VH next month.
  3. I have a RV-9A (for now, selling it soon to get a 4-seater 😠) and it is $6,000 in fixed costs before I spin the prop. $3,600/yr hangarage and airport usage fees at a private airstrip. $2,300/yr Insurance for $100K hull coverage $200 RAAus registration - cant remember exact $$ figure, but not that much. After that, I fly for the cost of fuel and oil, which works out to around $50/hour. I don't put $$ aside for the engine or avionics, the engine was brand new and I have a Dynon EFIS. If I need to upgrade, I'll redraw the extra $$ from my mortgage, the money works harder there for us at present...
  4. Only strip I know of on the banks of the Hawkesbury is at The Missions 1937. Their strip could take a leaf from Lake Macquarie's pilot notes on EFATO, stop if able, otherwise prepare for moisture in the cockpit!
  5. My personal opinion is it all starts with a single trigger and builds from there. Consider this: You're flying from A-B and the weather's a bit iffy, you might be scud-running or not quite have the 3 miles. But you make it to B ok. That event sows the seed, not necessarily for outright rule-breaking, but the "she'll be right" mentality for the next time, where you might need to pop through a thin payer of stratus or be ducking and weaving through some low cumulus, "I did it last time, and it worked out OK". And the more times you do it - and survive, subconsciously you're building a "I know what I'm doing" culture where a junior you years ago, would take one look at it and say "Yeah, Nah, I'll wait it out". Sometimes, sadly, this is the final outcome. He made the right choice to turn back in the first instance and was only 15 minutes out from Casino when he hit the terrain in a high-speed, high rate descent. Turning back a 2nd time for a 30 minute delay won't kill you, but not doing so might. Let's try to remember this lesson.
  6. A terrible outcome, but coupled with the recent Mooney crash near Coffs it shows the benefits of ADS-B in the event something happens.
  7. It wasn't DFR, it was VH-OFR and the report is HERE. From the report: So if the piston was not a Jabiru-sourced component, then it doesn't matter what piston Jabiru are using for their Gen-4 engines. As regards the cause, according to the ATSB:
  8. Did get the venturi part, but I couldn't get my head around the vacuum being strong enough to pop the bladder clips, I hadn't heard of that trait before as regards the high-wing Cessna. Unless someone wants to swap a Cardinal for an RV-9, I think I'll stick to my RV's wet wings! 😆
  9. I hadn't heard that before. I can understand if the vent was blocked, with fuel being drawn normally, as that's caused several incidents before too (including in the RV world) but do you know why it'd distort the bladder as well as dumping the fuel overboard just by leaving the cap off?
  10. For GA fliers, be careful... bear in mind those BCF life jackets are not legal - though they are perfectly suitable (typical CAsA)... CAR 252 says CAsA can dictate what they feel is necessary as regards safety equipment. Which they do in... CAO 20.11 Which says they must be "of a standard approved by CAsA" and - because why use one document when 3 will do, you will find the actual "approved standards" in.... AWB 25-013 which says a life jacket must meet a TSO, be inflatable and have a whistle. Best I can recall, those Marlin ones don't... However.....If you are operating under CAO 95.8, 95.10, 95.12, 95.32 or 95.55, then CAR252 does not apply, and CAO95.55 (for example) simply says you must have a "life jacket" without mentioning standards. Easy as! 🤬 Now, with all that being said, I use an inflatable Marlin 150N PFD and it fits quite comfortably not only over me, but also the survival vest I wear in the RV's cockpit. I hope I never have to test it, but that, coupled with ADS-B OzRunways Tracking and a PLB means I should hopefully get picked up if I can at least get out of the -9 in one piece.
  11. You'll find certification (FAR 23.955) requires a tank to be able to be run dry and then, on switching tanks, have 75% MCP available within 10 seconds. Or 20 seconds for turbocharged birds. Granted ours aren't usually certificated to such a standard, but a prudent owner will test both minimum usable fuel and the behaviour of the engine in a dry-tanks scenario. Here's what happens in my RV-9A when you do so - though I'd already tested this in a safe spot before incorporating this as a standard practice. Don't do it for the first time over tiger country!
  12. Some aircraft have that as a limitation, but typically not at our level. My usual practice is to takeoff and climb to cruise on one tank, change to the other and let it run dry (~ 165 minutes), then change back. I've minimised the chance of an issue with the fuel valve, even though they are statistically rare, I've minimised the chance of forgetting to switch tanks, and I have a known quantity of fuel on board at any time based on nothing more than my watch.
  13. FWIW - and it isn't a Rotax - but I don't have a 'kitty' for anything to do with my flying. My spare $$ go straight onto the mortgage and if I need a new cylinder assembly, battery or gear leg, then I'll redraw the $$ from the home loan...... Now, that being said, I have an OX-340S and all I have done so far (it was a factory-new engine), is a couple of oil changes and 1 set of plugs (dual EI so no budget for magneto overhauls either)
  14. And if you want to get really fancy, you can alter the test displayed here to something more relevant to the discussion at hand- but not the actual URL you're pasting - So it looks like this by changing the "Link Text" in the box that kgwilson mentioned.
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