Thruster88

My 2 cents worth. Clear pics on Facebook show glassy water in all pics indicating light winds. There is a fire truck about 100m behind the aircraft, most likely on the end of runway 35, so takeoff to the north on the shorter runway, could be wrong but seems to fit the pics. Runway 26, 1400 meters, has no obstacles to clear. Always do a pre takeoff briefing to self. Both runways are sealed now.

Maybe Ec130 heli is flown from left seat single pilot.

If only they had kept the cockpit doors locked before 911.

Yes however they will be coming from every which-way to the initial "approach point". Aircraft could be going head to head as they turn towards the airport. Then there could be over taking on the confined approach path. It will also add to radio calls required and they will no longer be standard. With normal CTAF circuit procedure everyone should approach with the runway on their left and only turn left as they descend into the circuit All the Nat fly, Ausfly, Old Station etc events have used standard circuit procedure.

Most likely it was the Freedom Formation. 11 Van's RV aircraft lead by a Yak 55? out of Wedderburn. Totally awesome.

I personally think you should just use the standard CTAF procedure. Having aircraft converge at some other point away from the runway will not make it safer. There is no liability on you if standard CTAF procedures are used.

One of the more bizarre incidents involving an Anson aircraft. Was down at Howlong a few years back on a job and came across the road side display at Brockelsby. https://en.wikipedia.org/wiki/1940_Brocklesby_mid-air_collision

The trouble with those light weight early ultralights is they are a little tricky to fly. My ex Holbrook single seat Thruster always has my attention while flying it. Light weight, very low inertia and high drag. Non linear response to throttle inputs. I don't think it is a club aircraft, Could easily end up damaged. The rotax twin cylinder two strokes 377, 447, 503, 532 and 582 from 35 to 65 hp could be considered similar to the VW. In my experience they seem more reliable with almost no tinkering required. They are a great engine for the money.

I think you are mixing decimal, with degrees minutes and seconds. Yes the calculator agrees. Google maps is a decimal representation.

The middle light will flash when on the ground indicating it is in ground mode. The minimum airspeed of your aircraft is one of the parameters in the setup. Hope this helps.

There was a also boorabee?

In the other parallel universe, A CASA Pilot license (have one) is perpetual. Haven't flown for 8 years😥, (not me), no problem, do the Aeroplane Flight Review, AFR, successfully you are good to go.

Based on my experience with the RV described above, the sensor is not likely to be at fault. My aircraft also has two tanks. There are three possible causes. 1 the mechanical engine fuel pump is faulty. (my case) 2 Air is able to enter the fuel system before the mechanical engine pump. (unlikely) 3 There is a restriction in the fuel system before the mechanical engine pump. This could take the form of a hose kink, faulty fuel selector, internal hose collapse or just excessively strong springs in the boost pump valves. At low flow on the ground (0.1 LPM?) this will not a problem. When you give it the beans on takeoff and climb, the fuel flow rate jumps to 27lph. Any restrictions, faults, would become evident however with the boost pump on ( assume it is mounted close to the tanks) faults will be masked until switching it off. Have just read your test flight report today. Suggest you switch off boost pump at 100% power, safe altitude, to ensure engine pump can supply correctly.

I had an almost identical situation with my new to me RV6a a few years ago with low 1 psi on just the mechanical pump. I talked with the previous owner and was told it has always been like this. A few months later on a takeoff there was an alarm in the headset, had that boost pump that I had forgotten, on in about 1 nanosecond, yes I am a bad pilot. So I decided to change the lycoming mechanical engine driven fuel pump, only $650. Problem solved. Disassembled old pump, could not see any defects with valves or diaphragm. It is a mystery. Works correctly now.

This crash, without knowing the cause, is a black mark on experimental aircraft. The media reported it correctly as an Experimental, a home built aircraft. There is a lot of freedom in the experimental world. My experimental RV6a was built with all the same components and systems you would find in a FAR23 certified aircraft, I have total confidence in it.

ATSB investigating because it is Cessna 210, most likely a charter. Description seems to indicate an in flight structural failure.

A generic 3 bolt slot puller will work. I fabricated one a long time ago from 12mm plate with an M14 forcing bolt. Be careful not to screw the three M8 bolts to far into the flywheel or coil damage will result.

Have watched the second video in the series Not impressed. This video flip flopped around like a dying fish for 27 minutes. Flying correct airspeed in the circuit was never mentioned. Low airspeed is now called low energy apparently. A student or nervous pilot might be turned off flying after watching this. There was one decent bit from 18.5 minutes to 20.0

A simple jiggler siphon is what I use. Cheap and it always works. I don't use funnel filters on my aircraft, cars or farm machinery, I like simple. You could cable tie stainless filter mesh over the inlet of the jiggler if that is a concern. One hand touching the wing at filler holding hose, other touching Jerry can will take care of any static electricity.

Would like to try that. With a decent cross wind you could drift your tail dragger all the way instead of ground looping.

So there was no problem with doing the installation yourself? I was under the impression that a quote for installation was required. Have been thinking of the same package for the RV6a, get rid of old AH,DG, vac pump and mode C transponder, would save some wieght.

How low do you go

I would add the risks involved in widespread teaching of low level flying would outweigh any benefits.

Totally agree Nev, I have over 500 hours flying low level, started before the endorsement became a thing. Only ever did it on my and friends farms that I knew very well. Don't do it now because of the risks. It is fun and really hones one skills having that ground reference.