Nobody

All correct except that often the inverted stall speed is a bit higher giving a a higher Va

I think that the issue is that a small fire melts the cable tie and it then becomes a big fuel fire.....

This topic has been discussed before here: http://www.recreationalflying.com/threads/the-real-dangers-of-lithium-ion-batteries.125732/ The key issue is that not all lithium eateries are the same and some would likely be acceptable while others not.

Thats a bit extreme. But I also know of one school in the USA with a policy of filling their lycoming to a level that meant that it lost most of it out the breather....

Exactly....

A rotax 912 doesn't use very much oil.....

Air cooled engines operate over a wider temperature range. This means that there needs to be more clearance between the piston and the cylinder hence higher oil consumption.

Looks awesome!!!!! Well done.

Have a read here. I think this has been an commonish issue with a number of 912 instalations if there is a poor connection to the regulator.

What's a blackberry?

Sorry so it does.... I posted it because I was looking at one of a guy doing circuits in a Pitts Special the other day and I though that he was getting a lot of landings for his time. I couldn't find that video so posted this one and didn't pick up on the edit....

I think a Pitts special would be the best aircraft to attempt this record. Check out the second touch and go in this video. Less than 2 minutes for off to back down and he wasn't even trying hard..... https://www.youtube.com/watch?v=swJOGon959E

Might want to have another read. My copy says all NAV AID training needs pre arrangement. If he just want to lob in vfr and land no need to pre arrange. Mind you calling them will usually result in some helpful advise.

Turbo prop engines typically have higher fuel consumption per hp produced than piston engines. As they scale smaller this gets worse. The term for this is the specific fuel consumption (SFC) which has units of lbs/hp/hour. Think of it this way, how many pounds of fuel does it take to 1hp for 1 hour? (there is also a metric version but lets not go there). A lower number means that the engine is more efficient. The table below shows a range of SFC for turbo prop engines. Note that there is a trend in the data where the larger engines are more efficient. It is important to note that this is due to both limits of physics and engineering. While these numbers can always be improved on it would be naive to think that a major jump in performance can occur without the development of some improved materials and production techniques and even then the increases might not be that large. Just as a bumble bee that is 1000 times bigger than a normal one wont fly, a small turboprop wont ever be efficient. Engine SFC lbs/hp/hr hp Wren 44, 2.5, 7.5 Solar T62, 1.1, 160 RR500, 0.62, 475 PT6B-36A, 0.58, 995 Say you tried to design a 100 hp turboprop and say that you could get the SFC down to 1.0. That would mean that you are burning 100lbs of fuel per hour at maximum output which is about 56l/hour. Not a cheap proposition compared to a Rotax or Jabiru.... It would sound cool though....

To be fair that weight includes a constant speed prop, governor, radiators, starter, alternator, oil and coolant. It is also for an engine that has a turbo and so will deliver its rated power at altitude.

A viable aircraft diesel might actually be a 2 stroke. You give up some efficiency for higher power output for the weight these guys have developed an engine and it has flown in a few types of aircraft. There is one flying in an RV-9 in the USA http://wilksch.net/

You might get it but the VFR lane to the west is only a slight diversion and easier...

My apologies. It looks like the changes last September now mean that the AVID has to be applied for once you are in australia....

Thats why I suggested getting an AVID in my earlier post. You can have both an AVID and an ASIC. You can apply for an AVID from overseas which then lets you apply to CASA convert your license. The time for CASA to process the paper work can be long (longer than 4 weeks) because they need to get confirmation from the UK CAA that you do hold a license. This way you can get all of that paperwork out of the way prior to being in Australia. The ASIC usually comes back faster if you dont use CASA, perhaps http://www.aviationidaustralia.net.au/index.html

Inst that situation covered(at least for VH experimental) in Section 7.2 of AC21.29?

One of the ways to do this is to get an AVID. You need either an AVID or an ASIC to hold a pilots license. An AVID lets you get a pilots license to fly a plane but doesn't let you in to the secure area of airports unaccompanied. . To apply for an AVID you do not need to be in Australia so procedure can be: 1. Submit the Application for ARN,AVID and PPL license to CASA from home 2. Wait. 3. Wait some more. 4. CASA will contact the UK CAA to check you have a PPL and then issue you an Australian one. 5. Arrive in Australia. Apply for an ASIC straight away. 6. Do a flight review with an instructor to activate the license. 7. The ASIC will usually arrive faster than the 4 to 6 weeks.

I wonder if changing the pitch on a ground adjustable prop counts as a modification?

MARAP is a bit cryptic for me. Do you mind elaborating?

There is quite a good documentary about that incident: On the original point Earl, you seem upset that that the guy was doing what he was doing. He was outside the Albury controlled airspace and keeping a lookout. He didnt have a radio but isnt required to have one. Why the problem?

I think thats a bit harsh. She got excited about an aircraft. More people in the general community excited about aviation is a good thing.....