Downunder

That sounds a bit similar to the Flight Design CTSW. A bit twitchy for those unfamiliar or inexperienced. They morphed that design into the CTLS which had an extended fuse for more stable flight.

To me, coolant heated carbs are a bit self defeating. As the colder the OAT, the colder the coolant will be in most circumstances. The opposite of what you generally want......

As I was trying to imply, pilots and aircraft owners are very culturally risk adverse. You are making statements AGAINST what aircraft manufacturers and aircraft engine manufacturers approve. When I came into aviation, I was like you. I thought I would be getting into cutting edge technology when the exact opposite is true......carby fed engines in 2020? Who would have thought...... Lead acid and their derivatives have been working perfectly adequately for more than a few decades in aircraft. Alot of aviation technology is based on a history of reliability over efficiency.......you will learn this. Things change very very slowly....in aviation. As was stated previously a fire at 8500 feet is potentially fatal. You can't just walk away from it..... Experimentation is great, but it needs to be acknowledged as such......

Maybe try here..... https://forum.flydynon.com/

It's not about the batteries themselves, it's about aircraft charging systems designed for lead acid/agm batteries. Different aircraft obviously have different charging and battery management systems too. Aviation has very risk adverse culture (as it should be). As you are new to aviation, making blanket statements that some readers may take at face value could be dangerous.

If you want to remove the float bowls easily, try and space the trays as low as you can or make them easily removable. It's a pain if you want to check the bowls for any debris but need to remove the carb or tray....

Yes, I should have made it clear. Sealant on the carby housing only. None on the bowl.

The diaphragms have a moulded "tab" on the side. Make sure this goes back on the same side of the slide. It fits into a groove in the carb housing. The cork gaskets can be a pain to seat correctly as the want to keep falling out when trying to fit the bowl. You can pinch them and they will leak. When I had the carb out, I turned it upside down on the bench, put a very small dob of sealant in each corner ( really small), fitted the gasket and bowl. Left overnight. Now whenever I remove the bowl, the gasket stays perfectly in place.

And lets throw powered paragliders (PPG) into the RAA system as well.......no need for the HGFA to hog that..... We already have powered parachute (PPC)..... How many roles and administration activities are duplicated in the organisations? Must be a few. Does CASA not want one powerful organisation?

I wonder if those with a dual cable operation system could leave ONE cable system connected to ONE carb, over (or under) your linkages? I this was possible, far more aircraft could use this system and it would be easy to fit by removing the throttle cable from one side and adding your linkages.

Normally theres a tension spring from the balance clamp to the top carby screw to take some weight off the carb as pictured. I can't see the weight of this device making much of a problem.

I can't see how you can check carb balance without isolating the balance tube?

I am actually the opposite. When there's money involved things are more likely to become distorted.

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Add a waypoint on your pink line where the call is required. Name the waypoint your frequency. It won't become permanent on the map, just on that plan. I use it for area frequency boundaries and QNH boundaries.....you could put it 10 nm out (or whatever) from airports as well with the ctaf freq.....

Yes, when it first came out I think I did it on my bfr.....

I attended a casa safety seminar and there was a powerpoint presentation about circuit separation (or something). Anyway, one of the case studies was a midair on final. The WA rep is listed here if you want to find it.... https://www.casa.gov.au/education/aviation-safety-advisors-asa

https://www.theage.com.au/national/mid-air-collision-kills-ultralight-pilot-20071202-ge6fne.html https://www.atsb.gov.au/media/36828/Review_of_midair_col.pdf

Pushing one button to disconnect bluetooth is a bit hard I guess...... But I agree for those that only fly circuits, there's not much point.....

These posts should be removed incase someone dowloads and uses them thinking that they are current.

For the asking price you'd really have to be nuts to buy one of them (per state) over an Ozrunways subscription covering all of Aus.....

Yes, Replaced my turfglides with 6.00 x 6 aircraft tyres. About 20mm clearance on front fork and clears the mudguards on the mains. Would never go back to carlisles......

.......trade the low wing for a high wing?....... just saying......

I believe low wings are more of a problem as fuel needs to be "sucked" up from the wing tanks. An electric pump at the tank or below the tank level in the fuse is one solution, producing positive pressure from the electric to the engine pump. Vapour lock being created by not only heat but also pressure (negative pressure, suction, primarily ). High heat + low pressure = bad. A high wing with a free flowing hose may already give 1 to 2 psi static head pressure so it is ahead of the game in this respect.