PommyRick

Would something like this work? 

https://www.scintex.com.au/products/portable-fuel-tank-75l?variant=5563747794973&currency=AUD&utm_medium=product_sync&utm_source=google&utm_content=sag_organic&utm_campaign=sag_organic&gclid=CjwKCAiA55mPBhBOEiwANmzoQgLLlE1U_nJNRmwjMsSI1Y7Axl8ZwomooQX8PHZ_NjRpj17A2_f7MBoCgSoQAvD_BwE

Thanks for the links, much appreciated. 

The primary benefit of having CAPS is that it gives you one more option to choose from should the worst happen, so of course it would always be preferable to fly an aircraft with one. 

I'm curious to know how who uses MOGAS or UL98 in their Rotax aircraft? How do you get it the airfield? Is it a headache carrying jerry cans and trying not to spill fuel? Do you experience issues? Do many airfields sell MOGAS? Can you use it interchangeable with avgas? Do many people not use MOGAS at all in their Rotax engines? 

 

I've got one of the older Garmin D2's (the D2 Charlie). I use it everyday, it's a great all round watch and has all the fitness and heart rate monitoring etc. It's great for tracking flights and replaying them, it also links directly to Garmin online logbook and keeps the entry with the tracks etc. Some of the features are a little gimmicky and I suspect you wouldn't use them in flight, except perhaps the direct to feature if you had a power failure and were lost perhaps? 

 It does take a while to learn all of the features and get used to it, plus if you haven't had a smart watch before you'll have to remember to recharge it. I think the build quality is better than the apple watch that my wife has. 
 

They sent an email looking for offers a few weeks ago for these last three Bristell. But with 1700/1800 hours,

they are pretty high.

3 hours ago, KRviator said:

What did those Tecnam Twins end up going for? Anyone know?

I think one went for around the $500k mark, there was a bidder from India bidding hard. 

5 minutes ago, onetrack said:

Rick, are those figures the final bid prices, or the total sale prices, with buyers premium included? The BP adds a hefty amount to the bid price.

Thats the final bid including GST, the 8.5% and payment fee is on top of that. 

The Tecnams went for $110K - $126k 

The first of three auctions concluded this evening, a flurry of activity in the final few minutes. 
 One of the yellow VH Bristells with 795 hours went for $81.5k whilst the older red/yellow RAA one crept over the $100k mark. 

Slight thread drift, but are there any advantages/disadvantages to having an aircraft on a Special Certificate of Airwithiness for Light Aircraft vs RAA Aus? I hold a CASA PPL and am weighing several LSA aircraft that would suit us, most flights are undertaken with just myself or with a wife or child so it seems pointless to buy a knackered old 4 seat aircraft on a full CoA.

Painful to watch seeing such stupidity. But then if you watch the dash cam videos that come out of Russia you can gain a great insight into some of the risky behaviour traits.

If the GPS signal is being blocked what do civvy aircraft use to navigate ?

 

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Drone detection and blocking is available now, especially for the commercially available equipment. Simply block the operational or GNSS frequencies and you have solved one part of the problem.

DroneGuns (signal blockers) are already in use at the commonwealth games. Direction finding technology, drone detection equipment and blocking equipment is now being used in prisons and around airports.

The only drones that can't be totally affected by signal blocking are those with inertial navigation systems built in, which includes the majority of the military drones. However there seems to be other electronic warfare technology for those.

Amazing effort by this young man. It's quite incredible how magnus effect works. It's also being used in the maritime industry to generate additional power/reduce fuel consumption. Wind-powered ‘rotor ship’ a first | Port Authority New South Wales

So how many of the members here started building an aircraft in their 20's and 30's? Having the time and money to build an aircraft is most likely limited to people in the 40's, 50's and 60's and I suspect that hasn't changed in the last 30-40 years and probably longer.

I am in my early 30's and for the last few years have been merely keeping current until I have both time and financial stability to pursue aviation further, luckily I have a very supportive wife. I also earn considerably more than the average salary, so cannot see average salary guys in their 30's with a family making a big commitment to their hobbies.

I'd be interested in my wife doing some flight training or a pilot companion course. She enjoys flying with me, but probably doesn't have enough interest to go through the full training program, but at least having perhaps 10 hours or so with an instructor would be a bonus.

http://www.recreationalflying.com/threads/brumby-914-turbo.118166/

Is this the aircraft in question?

Has the aircraft/compass been left without movement for an extended period of time prior to this error materialising?

I always assumed that it was correct to descend on the dead side and fly crosswind at circuit height. That way there is no risk of descending onto someone close in on downwind.

Looks like a positive result, the parachute definitely gives you more options and less likelihood of hitting trees at 70 knots or worse stalling trying to get over them...

I don't how many attended the local briefs on Amberley, Oakey and some UAV airspace up near Hervey Bay, but the RAAF ATC people get very nervous about anyone that even looks like getting close to their airspace. They've had a lot of incursions, fortunately, most of them GA. After hearing the excuses of some of them, they would rather that pilots planned to give a reasonable distance to allow for any error, as most incursions seemed to be pilots who used their efb to "fly right along the edge", and/or "just under the step". Apparently not many read map to ground /ground to map to confirm actual position, but just rely on the tablet gps to give an accurate location.I use Ozrunways, and have found sometimes that it is inaccurate by several miles on my position. Not often but I've had it happen.

There are ways to reduce incursions, it just depends on whether anyone is that interested to do it.

I guess it was a typo when you said descend into left downwind, as obviously descending on the active side of any runway is generally a no no, the best way to come down from overhead I find is to descend and join a crosswind for the active runway.As for asking which runway is in use, country folk are generally happy to help but I would ask for wind speed and direction instead of asking which runway just because it gives you a better mental picture so you don't find as many surprises on finals.

 

If flying to a strange strip I always prefer the overhead method just to get a good picture of everything but obviously if it is busy sometimes it isn't the best.

I've been into a few quieter airfields recently with CTAF, and planning to do a lot more. I originally come from the UK where most fields have a radio operator to provide 'information', so i'm finding it a little different here to approach airfields with multiple runways and figure out how best to slot in.

I've read the CAAP and VFR Guide, but really would like some practical advice from people with more experience, and especially from anyone who operates in some of the more rural Australian airfields to advise what they like and don't like.

To figure things out, my general method at the moment is to join overhead at 2000ft AGL, try to find the windsock and figure out whats going on the ground, and then descend onto left downwind (or as per ERSA) and perhaps do a low approach initially to figure out whats going on at the field, go around and then plan to land on the second approach.

I visited a field recently where operations were taking place on two different runways at the same time (cross runways), and found this a little unusual. Also reading the CAAP suggests that IFR aircraft could be entering the situation at 4000ft overhead which makes it a little different again.

I'm also tempted when approach to just ask anyone on the CTAF frequency what runway is being used, bollox to standard phraseology, just figure out whats going on. I'm not so concerned about a single quiet runway operation, but when things are a little busy, it would be good to know some best practice for the more experienced guys.

I am probably going to be working in Sydney for a while soon, and I am keen to do Victor 1 and the scenic. Any recommendations for schools/clubs, preferably with a late model 182 (or maybe even a 200 series cessna so I can get some experience!). Decent instructor a must!!!

They had an ad on seek a few months back looking for ground crew..