Thruster88

Cost would be similar at Cowra aero club. We probably are not charging enough to allow for aircraft replacement in future. Flying training is not a gold mine.

This accident certainly had it all in the lead up. The sad part is it was just a simple stall, often the case in fatal General Aviation accidents. We can safely manoeuvre our aircraft close to the ground with or without engine power.

Puting an aircraft on and off the trailer four times, plus assembly, to go flying will get old very quickly. Rent some hangar space or join an aero club. Aero clubs are still the cheapest way to fly up to 50 hours a year.

As long as you understand that pulling back on the stick puts more load on the wing and pushing forward puts less load on the wing you will be fine.😁

I just had a look, there is only 112 places remaining for an ONLINE seminar. How is this possible, no bandwidth?

Imagine you are inbound to this airport. How many radio calls would it take to get situational awareness versus what can be seen in a few seconds on a screen. The future is here, we just all have to get on board.

144 ktas very impressive. Faster than those euro ones ay. What rpm and manifold pressure to get that speed?

24 registration so factory built. We would assume it was done correctly.

A good ear at the engine breather, exhaust or intake will identify the source of a cylinder leak.

Most maintenance organisations will have a master orifice tool. This allows checking against a known leakage.

Reflexing the ailerons up should have minimal effect on the differential ratio. Any change in the differential ratio will depend on where the ratio is produced, at the bell crank or at the aileron connection. If the aileron pushrod connection and the aileron pivot are at 90° to the cord in the neutral position then no change to ratio. One advantage of reflexing ailerons up and maybe even reducing flap up reflex could be better stall behaviour. By reflexing only flaps up you are effectively reducing the wing wash out. I would seek the advice of the manufacturer.

I would not buy that. The second pressure gauge should have the same markings as the input pressure gauge. We dont use % in aviation, it is always just a number eg 65 over 80. Manufacturers will specify a minimum number. The one RFguy linked above is the one to get. It has two identical gauges and the correct orifice.

Those $35 ones on ebay are not worth considering. The gauge showing input pressure, usually 80psi and the gauge showing cylinder pressure must be the same type. We then get the reading 75 over 80 etc. I have yet to see a rotax 912 with less than 78/80.

New GME mt610g is about $340. If you ever need it a newer one would be nice.

Have a read of the casa Airworthiness Directives. All aircraft should now have inspection panels where required for things like the lift strut attachment etc. Yes you need to look inside the wings.

The AD linked by Onetrack above does not appear on the RAAus website, there are some listed. Bit piss poor RAAus, it should be all or nothing with a link perhaps https://www.casa.gov.au/search-centre/airworthiness-directives-aircraft-below-5700kg to the casa website. For people new to aviation it can be hard to understand how it all works. Do casa Airworthiness Directives apply to non VH aircraft?

In theory with the current system there is 100% separation between IFR and VFR aircraft with 50% separation between all VFR and 50% between all IFR aircraft. In practice the actual separation benefit is much less because aircraft spend time climbing and descending. They usually do this because of some attraction on the earth's surface like a runway. In the vicinity of the runway we all fly in the same place at the same altitude.

An ATR 72 captain's take on the report with systems explained.

Airborne edge 582.

Alternatively there may have been some tension in the cockpit, perhaps due to some cultural issue. We don't know which pilot called for the opposite runway after ATC had cleared them for a straight in approach, was it part of the test? The preliminary report gives no airspeed information. We know the aircraft was at 720 AGL when the propeller(s) were feathered. 60 seconds later when the aircraft stalled it was at 311 AGL and about 2000 metres from the runway.

Simple human errors. Feathered both propellers instead of lowering flap. https://www.flightradar24.com/blog/yeti-airlines-flight-691-preliminary-report-released/

The engine was supposed to be certified by now. It won't be a thing until Paul Bertorelli gives us a report having flown behind one.

One compromise with all sport aircraft is between speed and safety. Low frontal area dictates the pilot will be sitting on the floor, almost no energy absorbing space in the event of a big mush. You can appear fine externally and still be dead. Cessnas have nice tall energy absorbing seats but they are slow and boring. PP you should check out a glastar if you can, they have a steel frame around the cabin inside a composite skin.

Pic showing the wings level touchdown ground scar engines first.

Wouldn't this class of operation, RPT, always fly airspeed and approach or departure profiles to ensure single engine operation. I don't buy the, if the engine fails now we are doomed scenario.