Yenn

Nothing to do with lack of maintenance records then?

CASA will be happy. Another aviator out of the sky. Less chance of an accident. There policy of RAAus having no competition must be good for RAAus.

I only looked at Ansett and notice that it does not give the reason for it being wound up.

The rule is only good for small deviations. 10 miles off in 60 is 9.5 degrees approx. 40 off in 60 is approx. 33.7 degrees. As others have said it is hard to judge distance off and I would not be waiting until I had gone 60 miles to try to fix my track, unless I had no other option. It used to work well in the old days, before all the GPS and other gizmos, but we could plot it onto the map and use a protractor.

737 Max now has Boeing reporting that there is a wiring problem, which could also apply to other 737 aircraft. Two bundles of wires controlling the tail are too close together, with a chance of shorting between them. What sort of insulation are they using? The fix is supposedly not too onerous, just fit an extra bracket, taking a couple of hours per plane. Would anyone like to hazard a guess as to when the 737 Max will fly again?

To have to take of on the fullest tank is usually sensible, but if one tank is full and the other three quarters full it would just be blindly following instructions, rather than using sense to not consider using the lesser tank. There could be compelling reasons to use the lesser tank, such as poorer quality fuel, or suspected poorer fuel. Rules are made to be broken, so they say, but I prefer rules are made to be questioned.

Another tip is to use the mixture control on thee ground. After startup lean well back so that the engine runs but will not take more throttle without dieing. This will reduce the liability of oiling the plugs. You must lean well back so that if you try to take off leaned it just dies on you. If you only lean a little, you can get to take off speed and then have it die on you. Not fun. Also lean during taxi back after a flight, for the same reason.

Welcome Lee. I never flew in the UK, but have visited plus I spent time in the army in Hants at Borden and also Wilts at Ludgershall. Visiting again later in this year to Sussex, near Bristol and Wales.

Mention of a bolt though a tube is irellevant. The tube should normally have something inside it to take the compression. Often a tubular sleeve around the bolt, holding the walls from being moved.

It is sad to see attacks on people for different views. I often disagree with the views of others, but I also try to respect them. This site is not the only place it occurs as I notice some vitriol in the press about Margaret Court. What she has said to bring down the vitriol is what nobody is allowed to say, because of political correctness, rather the same as Israel Folau.

If you rely on one electronic device that is OK by CASA, but if they check you and find your device has a flat battery or is overheated and not working, you will need another approved mapping method. All good until something stops working, and if you think your iPad or whatever is not going to stop working, go for it, but be warned. I recently had a gps stop working for no real reason and it was the latest version I had bought. Garmin seem to be getting away from their old reliability. The same could happen to an iPad.

Different power settings will result in different rudder trim requirements, no matter what your rigging is like. The object of a trim tab is to neutralise the pedal deflection for cruise flight usually. The cable length is immaterial, you push the pedals as required to keep the ball centred.

I think the trickle charging problem is due to the voltage not being sufficient, that is with solar charging. The battery needs x volts to charge, but the solar trickle voltage is just below it. My Odyssey’s certainly last longer without trickle charge. They do not work well in winter. In Summer they revive and work far better.

Happy new year to you all. I have already broken my New Years resolution, not to make a New Years resolution!

Surely the aim is not to get excess oxygen, but to enable more fuel to be burnt, producing more power.

Old K has hit the spot. There are many types of lithium batteries, of which the LiFePO are I believe the only ones suitable for aviation. The usual Odyssey is the PC 680,which is OK for Rotax or Jabiru. They do not like trickle charging. I use a Full River battery which is just about identical to Odyssey except for the colour and lesser price.

I built 2 since I was 50, but I don’t think I will start another. It would possibly get finished, but test flying could be unwise. I am sorely tempted to do a major overhaul, new skin and panel, but it would be un recoverable money.

Yes to an Auster, but I enjoyed instrument training last time I did it.

I recently saw an article in Nature, that stated Nitrous oxides were over 200 times worse than Carbon dioxide for the environment. Nobody else seems interested.

I am slowing down, trying to sell the RV4 and fly just the Corby. If I don’t renew my medical I will miss out on instrument flying in GA, but save a bucket of money. Jerry you could look at AvPlan which runs on iPads, it includes USA and Europe I think.

That doesn’t apply to Jabiru, which have two separate plenum. Nor would it apply to any other plenum equipped engine. Plenum can be sealed to the cylinders with RTV silicon.

Yes Nev and I think they know that, because nothing is happening.

I have just done the survey and consider it relevant, but a couple of the questions requiring ranking would not allow me to answer in a way that would show my feelings. No doubt because I am also a PPL holder flying an experimental and therefore RAAus is not the be all and end all. I did make comments where able to and at the end. Overall it was fairly done.

There was an alternative to RAAus trying to start up several years ago, but CASA keeps putting things in the way of them getting approval. Last time I talked to them if I remember correctly they were considering legal action gains CASA. We could certainly do with some competition forRAAus.

Surely the ability to withstand turning would be the breaking strain of the wire multiplied by the radius of the flat of the nut. A not inconsiderable amount compared with the force trying to undo the nut.