Thruster88

There is some stats on the raaus website on the fleet. Fixed wing is static in numbers, weight shift and powered parachute are in decline. I don't see group G giving much of a bump in numbers. Some of the new group G will be existing raaus registered aircraft like the kitfox just so they can use their full MTOW and not be artificially restricted to 600kg.

The accident aircraft is described as a Bearhawk Patrol with a Lycoming o-320 engine. From the kit manufacturer empty weight 521kg, MTOW 907, how is this in RAAus?

Skippy they are just buttering you up before the next inevitable fee hike. Looking at the financial reports for "the company" last year had record revenue, and a operating deficit. Legal cost took a very big jump with probably more to come.

I would mount the cable directly and not be concerned if the knob is in or out when the cowl flap is closed as long as it is labelled. Can also anchor the inner and have the outer doing the movement if there is room for the cable to move without fowling on anything, if that makes sense, this would reverse the movement.

Not a float pilot but the hulls would track through water just like wheels track on a runway so aircraft goes were the rudder pedals direct. The reason for the cross wind take off in this case is to make use of the calm water in the lee of the island. Looks like a departure stall.

Sting s4 is a newish aircraft with Garmin avionics and a balistic parachute, the ATSB will get the job of recovering any flight data from those units. I feel this one meets their requirements for a full investigation.

Looks like a parachute with the wreckage?, could have been released with the impact.

Your local friendly lame will have some.

Young pilots were involved in zero fatal accidents in RAAus aircraft last year. The ABC story was mostly crap.

I will continue to do engine off in the thruster, in my opinion it is almost essential in this type of high drag low inertia aircraft. If the 2 stroke ever does fail suddenly I will be conditioned, we don't have 3 or 4 seconds for the startle factor. Scenario based training.

Any aircraft 2 or 4 stroke which has engine smell entering the cockpit is a problem due to carbon monoxide poisoning. Always a good idea to check with a co2 detector, they are very cheap. The 582 exhaust allows the tail pipe to be extended if required or an after muffler silencer can be added, this is a rotax part.

BS

Not correct facthunter, I have bought parts for 377, 582 recently. They even have about 10 new 582's still in oz. Parts will be available one way or another (usa) for a long time. There are a lot of 2 stroke rotax in use with aircraft and snow mobiles.

Under the rules, we require the pilot-in-command and the operator of an aircraft to consider all circumstances associated with safely taking off or landing at a place prior to doing so. There are also rules in place that determine when an airport must have either an: air traffic control service.4 Mar 2024 https://www.casa.gov.au › how-aero... How aerodromes are regulated | Civil Aviation Safety Authority This has always been my understanding.

Turbo, got anything aviation related?

The TP-R90 looks very simple, one compressor and one power turbine, essentially the same as a turbocharger. Heat exchanger at rear. Propeller from Airmaster NZ, they have feather capabilities.

It is very clear that 250,000 is the passenger liability limit, read it again.

It looked like a moose stall rather than a base turn stall. The muppet is obviously looking at something or someone on the ground. Excellent training video for new and old pilots.

FR24 shows aircraft HL8088 as flight 7C2216, the last jet to land at Muan making a normal straight in approach. One would think the gear failure to extend would result in some holding while the problem might be resolved and to allow emergency services to get organised. The CVR and FDR will tell the real story.

Turbotech is claiming cruise fuel consumption of 20lph @50% oof 141 hp. If true, that is very close to the 100hp rotax 912 @75% . We know the rotax burns 18lph at that power setting. https://www.turbotech-aero.com/solutions/

So the risk of losing all one's money and or the risk of death in the same event, which is worse? anyway either one should focus the mind to avoid the top 4 or 5 ways for us recreational VFR pilots regardless of the class of aircraft we fly to avoid such events. The fear mongering posts above by turbo have caused me to break out the calculator. I insure both my VH aircraft comprehensively. If we guessed half the premium covered liability and guessing there might be 10,000 insured light VH GA aircraft in Australia and that insurance companies like to make some profit, that would leave a pay out pool of only 5ish million. 5 million for 10,000 aircraft, the risk must be F all. What say you mr turbo. The very small amount each RAAus pilot pays for insurance? Why is that?

The Gogetair g750 rotax piston aircraft looks very nice but the price, um, 298,000 us dollars. That's like half a million in aussie. Makes any used RV seem exceptional value. Solutions | TURBOTECH | Innovative turbines, Turboprops, Turbogenerators & Range-Extenders WWW.TURBOTECH-AERO.COM TURBOTECH designs, develops and manufactures innovative regenerative turbines & propulsion systems. Combining proprietary heat-exchangers with state-of-the-art turbines, TURBOTECH's... The company that produces the turbine engine. It has recuperation.

AI Overview Learn more Sailplanes use T-tails primarily for operational reasons, not aerodynamic ones: Clearance: Sailplanes have a tail skid or tailwheel and a single main wheel landing gear. When the glider is resting in the wing-down position, one wingtip touches the ground and the aft fuselage is small in diameter. A low-mounted horizontal tail would be too close to the ground or even touch it. A T-tail moves the horizontal tail up enough to clear the ground. T-tails are also used on other aircraft for a variety of reasons, including: Removing the tail from the exhaust blast: T-tails are popular on aircraft with aft fuselage mounted engines. Keeping the horizontal surfaces away from water: Seaplanes and amphibian aircraft often have T-tails to keep the horizontal surfaces away from the water. Increasing the effectiveness of the vertical tail: The horizontal stabilizer acts like a winglet, reducing induced drag of the rudder. Increasing clearance at the rear: T-tails can be used to increase clearance at the rear of a cargo aircraft.

The musketeer has a stabilator so for the pilot I would say it makes no difference. Engineering on the stabilator is possibly more complex. The anti servo tab linkage has to be correct to get the control feel required for a certified aircraft. Conventional elevator is more popular, there must be a reason.

The difference in cruise speed can be seen in Van's aircraft. The first RV to have a nosewheel was the RV6a, it is only 2 miles per hour slower than the otherwise identical RV6. And this is a fairly fast aircraft. This also shows why retractable undercarriage can be not worth the complexity, loss of useful load, cost, cost to maintain, cost to insure and cost to repair after a gear up. The RV6 in hypothetical RG form would be 4 mph faster, the RV6a would be 6 mph faster. RV-6 / 6A - Van's Aircraft Total Performance RV Kit Planes WWW.VANSAIRCRAFT.COM