Thruster88

Bit silly to do a city orbit in that case.

Flight simulator.

You could say jabiru want people to buy a new gen4 if they are no longer offering rebuild on the older engines. Keith W's friend would need to check price and availability on the long list of mandatory replacement items for the "top" overhaul plus the labour to dismantle, check and reassemble the engine. Add the small value of the old engine and compare the total with a new gen4. Cheapest is not always best in the long run.

If you download all the required maps and ERSA at home then no network access is required.

If it is a rotax, 503? with the factory recommended jets in the carburetor(s) then as a completely satisfied operator of rotax 377,503 and 582 engines for 38 years now just need RPM. Fuel pressure is next thing I would add.

I watched the same, skywagon university, a great YouTube channel. My baby Beechcraft 23 has the same system. It is just a spring inter connect between the rudder and aileron. To be honest I don't think about it while flying the mighty Musketeer. It is easy to over power if you want full rudder without any aileron input. The seats in the Musketeer have that same arm chair feel as the debonair very comfortable at a much lower speed, love it.

I have never experienced nosewheel shimmy in the RV, the break out force is 10kg at the axle. After a few hours you forget about the castoring nosewheel, it just works.

They might be pitching over with almost zero g as the load comes out.

My RV has a heavy Hartzell CS prop and with just me and full fuel the CG is at the forward limit. RV6 has a small tail. The farm strip is bare earth and I nearly always have a look at the touch down marks after landing. Always land with the stick well or fully back however the nose will always touch within 5 metres of the mains. Cant keep it off and I don't try to when taking off, I like a positive rotation at the correct speed, departure stalls suck big time. The nose leg on the RV is plenty strong enough, it is the same type as the other legs on nosewheel and tail wheel RVs. If it can support the weight in the hangar it can support the weight going 50-60knots down the runway. So why do they bend? I think it may be some form of violent shimmy. We have a long spring with a heavy piece (nosewheel, fork and spat) on the end. Imagine the aircraft lands in a crab or the free castoring nose wheel is at a slight angle at touch down, it flicks to one side and then on the next touch it binds slightly and drives the nose leg sideways, repeat a few times and the leg bends. A few years ago there was one at Narromine with the leg bent out the side, it got me thinking why is it so. The one at William Creek had an after market reinforcement, it did not say what type in the ATSB report. What can we do. Correct nosewheel tyre pressure, Van's recommended 25-35, they say less is better, I use 25psi. Correct breakout force on the nose leg, 10kg for my aircraft. No side slips on final, we want that free castoring tyre to be straight at touch down. Land it like you are doing a wheel landing in a tail wheel aircraft, smooth, straight, no crab touch and a slight pin, we don't want that free castoring nose wheel skipping about.

There is no doubt, it was a departure stall. Cannot fault this reporter, correctly described type of aircraft and operation. https://www.brisbanetimes.com.au/national/queensland/seaplane-crashes-at-north-stradbroke-island-20230126-p5cfph.html

I have a small cross pein hammer in my 6a. It is held in place by the seat velcro and should be easy to access if required. I have tested it on aircraft plexiglass and it works very well.

Was landing in the opposite direction possible or not due to slope? As an RV nosewheel operator I am curious if they were able to break the canopy and escape without outside help.

I use same Samsung charger/ cable that is used for my tablet and phone. SkyEcho2 can take about 5 hours to charge.

Stuck valve relief?

Are you sure that carburetor heat muff is a genuine Rotax part? The parts books I have looked at do not show one. The last Rotax 912 annual I did was a Foxbat A22. It had air cleaners inside the air box so no dirt or shrapnel can ever enter the engine regardless of hot or cold selected. Good engineering.

Hard to understand how this can happen in a two pilot aircraft equipped with stick shaker and stick pusher. Runaway trim?

I have a premium subscription, worth every cent. Only ads are those presented by the creator, example Trent Palmer will talk about square space in his videos.

I must be doing something wrong. Just tried ozrunways with SkyEcho2 at home on my new Samsung phone, have mobile coverage but can't get oz traffic and adsb traffic at the same time. Knowledge base has no info for android on this issue.

I have a 5yo Samsung s3 tablet, ozrunways and SkyEcho2. Has always worked. I do lose the ozrunways telstra delivered traffic when the tablet is wifi ing with the SkyEcho2. Suspect this is due to age of tablet not being able to do both?, it is a 3g unit, old.

Runaway trim is a MEMORY item. Not a 737 pilot but I know the location and function of the 2, yes two, trim cut out switches that have been fitted every model of 737. We have nothing to fear flying in a jet in Australia.

Flow rate through an orifice will be dependent on diameter and to a great extent the length of orifice. The 0.35mm carb jet would have minimal length and could have a similar flow to a 0.5mm drilled hole that is say 2 or 3mm "long". Only a flow test will will determine actual performance of any orifice in the system.

There is avgas available in all directions 60nm from Tooraweena. Mogas is available at wings out west 60nm south of Tooraweena. I WOULD NOT BE PUTTING FUEL IN EX CHEMICAL DRUMS. Have heard of some not so good results.

Rylstone has some. https://rylstoneaerodrome.com.au/ Cowra is Hangars only. http://www.cowraairport.com.au/airport-project

It's a cessna 172 apparently so pilot could have night VFR or instrument rating.

It has been said this aircraft had only been flown twice in the previous 12 months. Why? If that is true, why the pilot flew in the heat with a passenger in a direction/height that would result in a tree landing if the engine failed is probably the more important question. Alot of RAAus accidents are the result of poor decisions.