Ultralights

Even though I use the gps i just use the arrow to let me know the general direction I should be going, as at 85 kts, you get plenty of time to do the "what's over here, wow, that look nice, I'll go over here, are they emus down there? Type of meandering track in the general direction of the gps line.

I am pretty certain there is at a minimum 1000 ft vertical separation, but from that photo, it could near 5000 or more.

Looks like someone had a few beers while mowing the strips!

I don't think the issue was with the switches, but the key barrel part of it. Testing with multimeter proved the switch worked ok, just the key was jammed, and once removed, could not be used again to operate the switch.

The exact same thing happened to my savannah yesterday, but inflight, all avionics went dead, pretty much the master turned off, jiggled the key again and all came back to life, once on the ground we couldn't turn the key to the off position, once mags were off the engine shut down as usual, but key could not be moved to off position, or start position, couldn't even remove the key! So after borrowing a car, some of a fellow instructors electrical tools, we now have installed a new independent master switch, and nice big red led push to start button. Switch, like the aircraft is 819 hrs old. Though thinking back on it, the electrical system would randomly cut out for a millisecond leaving us with a WTF moment, but this would only happen every 50 hrs or so. I'm certain now with the U/S switch removed, it won't happen again.

yes, it makes a great training tool, plenty of room there to tighten up those circuits., though i cant see a scale of the map, downwind should be no more than 1 mile from the runway

I have heard red bull drinks and aeros don't mix either, yet they give them away free to adventure flight customers before they get into the extra 300.

Now those container homes in a big hangar with your aircraft would be awesome

season 3 has already begun to air in the US and Canada.

Preflighting the Savvy one fine morning, noticed a small crack in the propellor hub. thurther inspection revealed severe corrosion inside the hub/blade interface that had partly crushed one blade base, and crack extended internally from hub centre to end.

funny how the all new, Airbus A380, dosnt need as much maintenance being a new generation aircraft..... opps, whats that? wing rib foot cracking? oh, well, looks like these might need regular inspecting every 1000 hrs. now needs more scheduled structural maintenance than the 40 yr old 747....

The Robin 2160 was manufactured by Canadian company and is of French design, some time ago they went bust, a NZ company bought the production rights to the Robin 2160 and now manufacture a variant called the Alpha 160. The aircraft at red baron used for training are the Alpha 160, Pitts specials, and the Extra 200 for advanced training.

first lesson of a fellow forumite in spinning. https://www.youtube.com/watch?v=qw75rNaTNT0

normal successful precautionary landing. far better than the other option of VFR into IMC, and we all know where that leads.

got the news, no prob, the weather hasn't looked good for the last 2 days, happy to make it another weekend

the trick is, over the piano keys, one last look at airspeed, check its ok, if so, move your eyes to the thurthest point past the end of the runway! and keep them there, it helps with overcorrecting, help just drift and height, the key is to not take your eyes off the thurthest point at the end of the runway. don't look at the end of the runway itself, look past it, to the perimeter fence, trees or whatever is up that end of the airfield.

don't tell anyone, but i have upgraded to full time blackhawk fixer! shhhhh. don't tell the pussers!

Obviously no one readers the CASA safety magazine then, there are pages of failures and mistakes made, even the new A380 gets a few mentions. And plenty of 747's as well. Considering the hours RAAus aircraft fly, I feel they are doing a great job of keeping the fleet in the air.

I'm quite sure a pilot who saw you cut them off would soon learn you had an engine failure when you stop on the runway and don't move, and sees a stationary prop when he goes around. And will forgive you. I have had a smoke in the cabin issue just as I turned downwind, turned everything off at the master, and made an emergency landing in the opposite direction on the runway we just left from, pilot on short final went around, I'm sure he knew what the problem was as we exited the aircraft followed by a cloud of smoke.we shut the engine down as soon as we landed of course, once we were sure there was no fire, we then pushed the aircraft onto a taxiway. No one complained, though about 3 aircraft went around in the time we took up the runway.

Yes, didn't think of choke position. Another solution/upgrade/mod I'm thinking of is replacing both throttle cables with solid rods. Looks quite easy to do with very simple bolt on mods to the throttle bar that joins both throttles inside the cabin. The rods will practically be straight with a slight z for the approx 2inch height difference from the throttle cross rod and the carbies themselves. Threaded ends of course for easy adjustment.

Yep, in 400 hrs, we have never had to add any oil at all between the regular scheduled changes. The only issue I have had in the past has been a few cracks in the muffler. And maj, you might have a solution to this, just finished a 200hrly on the 912, but over the last 5 hrs it has developed a vibration between 3900 and 4200 rpm, outside this range she is a smooth as a Rotax can be, after the 200hr inspection and maintenance, the vibration is still there, so it's not carby balance issue, the only thing I can think of is, the throttle cable for the left carby is straight, and about 6 inches long, the cable for the right side carby originates next to the left hand cable, but is routed in a giant S turn and it's about 3 times as long as the left hand cable. Could flexing in the s cable be causing A imbalance in carby throttle position at about the 3900 to 4200 rpm range? Apart from that I can't think of anything that could be causing it! Maybe a spinner imbalance? Or a blade that's a few deg, or out of pitch with the other 2 blades cause it? Apart from that, it's the most reliable and trouble free engine I have ever flown behind..

Maybe it could be something as simple as a design flaw, almost, well, all horizontally opposed piston aircraft engine I have seen has a crankcase that is bolted together, and each cylinder barrel is bolted to the crankcase. So the barrel bolts only have 1 job to do, that of holding the barrel on against the combustion forces. Whereas the jabiru through bolts have the dual role of opposing combustion and piston movement forces, as well as the forces involved with the rotation of the crankshaft within the crankcase and the flight loads pulling that crankshaft forward within the block. Maybe the combined forces of crankcase loads from the crankshaft/propellor, as well as the forces of combustion and piston movement within the cylinder barrel are simply to much for the design of through bolts to handle in the long term, resulting in reduced service life of the through bolts?

I have used partial length of the available take off distance available on a few occasions, today being one, runway is 1300 Mrs long, taxiway onto runway is about 300 Mrs from the end requiring a backtrack, today, 1 aircraft on final, one on base and 2 on downwind, 15 kt wind down the strip, 1 up, 1/4 fuel, I only needed about 30 Mrs to get airborne. So I made an intersection departure so as to not force a go around of a student, and also with 1000 Mrs of runway ahead, I would be at circuit height before the end of the strip, So no risk in not having runway available if anything went wrong, plenty of height to turn back or complete a circuit onto the cross strip. Also take into consideration to traffic joining midfield crosswind, not a good idea to depart, and climb to circuit height and turn crosswind in front of someone joining midfield crosswind at the same height. I do believe there is a minimum distance from the end of the runway before you can turn crosswind.

Is it possible the rumpus were done at a lower RPM than you expected? The manual I have with my 912 states runups can be done at 3000 rpm, and on grass, you can use 3000 rpm just to taxi. If taxiing on wet boggy ground, I will do my runup while taxiing

Had a rethink on my post.