RFguy

yep. the cabin muffer shroud heater or water jacket heater produces literally kilowatts of heat for the cabin..... and it is there for free if you want to burn up 300W say in a resistive element, your alternator might take 500W of engine power to do it (2/3 of a horsepower) , and create an extras 1kW of heat doing that.... so, that's why every system uses waste heat . even the electric aircraft use Waste heat from the water cooled engine and water cooled motor driver.

Walrus already posted above. numbers are right, I think.

reported- not know as fact ...Commissioner Mitchell. ATSB interview : ""We certainly saw the take-off speed around about what we would expect … about 61 knots," he said. " 61 knots is not enough LOL !!!!

OK, so I looked at the whole video, not just the frozen picture in the post yeah that is a bit narrow. I wonder what the going was iike on the grass- IE if it would have appreciably braked one wheel, (as to pull it one way) or was hard packed. I wondered, wouldn't you be better off with all grass? Maybe it takes concrete for the takeoff to have a low enough rolling friction to get airborne before flying off the cliff.

looks pretty wide to me

the chicago crash is well written up in Air Disasters 2 (Macarthur Job)

OK. MIke so he just needs, on the headset side - GA earphones plug to 3.5mm stereo line socket (with the appropriate resistors in there to get the levels right for the line level input) since the headset is a few volts and the line audio is a 0.15V ? send me his address I'll make something up .

my freight ..... doh.

I'm not fully sure I understand the question. He has bluetooth capable connected heading aids that he uses IE they have bluetooth aux input facility ? He flys ? He wants to use hearing aids with his aviation headset ?

I have made a prorotype of one intercom box (for GA aircraft) that takes care of boosting specific frequencies to suit the user, in a dynamic context sensitive manner. So that sources with lots of HF (high frequency) do not get boosted, but content lackin gin HF do etc. Inserted in series with headphones and mic. But this is domestic use ? JUst boosting some frequencies and not others.. Many TVs now have equalisers (like the three band low, medium and high) all my TVs do. That will be the best place to start. you can also turn on voltume equalization to avoid quiet passages what's really required is a dynamic equaliser that tries to maintain a specific amount of energy in specific frequency bands. on headphones for aircraft. : Whereas plain old headsets seems to generate the same amount of audio in the 'cans for different brands, the noise-cancelling type headphones seem to be all over the shop with respect to the amount of soound prooduced for a given input This is not unexpected given the type of algorithms and as an implementation engineer this is something some how they;ve f**cked up because its an obvious problem. -glen

(post script - I just saw Facthunters comment - yes I have written the same line just remember (and this is something my instructor reminding me off one BFR) : it can take 'some time' to stop the aircraft descending quickly. especially if the aircraft has some weight.. (inertia) (IE not so applicable to a high drag, lightweight aircraft like a Thruster) To takes time to slow down the vertical descent rate. In the piper, I can slip at 1800 fpm with full flap and max rudder. (9 meters per second). Not much short of free fall. bringing the aircraft back to a nil descent rate may take several seconds. IE you dont want to be too near the ground.... Fortunately, you are usually going pretty slow when doing this so less likely to tear the wings off. Just like when you are going down in a lift and you feel gravity increase as it comes to a stop at the bottom. Nev's point above wing down (roll ) first is important - and you'll get this from correct instruction. ....In the simulator , If I boot full rudder into the piper without aileron first, I get a spin entry...

I would NOT put a battery in to an aircraft that is capable of disconnecting itself if it doesnt like what it sees no way also, many charging systems rely on having a battery there as not to put alot of rubbish and spikes and unfiltered charge onto the system bus.... it's a filter. Yes, some installs have a capacitor, but that capacitor has a hard hot life in the engine bay and wears out in no time, and additionaly, the capacitor is about 1/4 of what's required without a battery

and people on the ground wont hear a engine out gliding airplane (like at Mona Vale golf course last month) good reasons to have hooters on airplanes to alert people I the ground (covered in another forum post).

thanks for all the input Gary , that seems like a good option. I will trial fly some of these options in the simulator.

JABIRU PRICES FYI for the record 23 October 2025 Australian local buy price. 2200 Gen 4 Engine = AU$27,720 (GST Incl) + freight & insurance costs 3300 Gen 4 Engine = AU$34,870 (GST Incl) + freight & insurance costs Both engines come supplied with Ram Air Ducts / Exhaust / Accessory Pack. The Oil Cooler is not included in the purchase of an engine. My comment : allow about AUD$800 for the preferred/ shop installed for J230D 3300 oil cooler (8000075 aero classics- same as in many pipers and cessnas with 320/360s)

experienced replies only please, no speculation. I have a couple of things to do in brisbane, and the RPT schedules are a pain for my schedule. of course, the plane is even worse potentionally than any quantas schedule.... putting practicalities aside flying up from the SW (Cowra) and studying the Brisbane VTC relevant documentation : flying the brisbane region. this is an excelent document . Bravo CASA. https://www.casa.gov.au/sites/default/files/2022-07/stay-ontrack-flying-the-brisbane-region.pdf archerfield info https://www.airservicesaustralia.com/wp-content/uploads/16-106FAC_Tips-for-flying-at-Archerfield_WEB.pdf brisbane hotspots https://www.airservicesaustralia.com/wp-content/uploads/VCA_Hotspot_Brisbane.pdf BNE VTC https://www.airservicesaustralia.com/aip/current/aipchart/vtc/Brisbane_Sunshine_VTC_12JUN2025.pdf - I see the following, please comment . - Archerfield , Caboolture / Redcliffe are the options - Amberley RA1 type restricted zone seems to hollow out a big chunk when active, otherwise a good transit if I am not too high to get mixed up with climbing and descending 737s. Yeah you can get a clearance but I dont want to be an ATC pain. and bordered also by Greenbank R627 - The BNE class C is full of traffic on weekdays, not like canberra airspace. - Caboolture it isnt much of a diversion given the long trip to just go around the Amberley airspace - There are a few VFR routes around the city Then I need to go and see my mother. down too Ballina or Byron (Tyagarah). from caboolture, there's a scenic VFR route over Morten Islan, STradebroke . I have CASA approved lifejackets. that gets me to the next mixer, GC airspace. Looks like I can jump into the next VFR rouite west of tweed heads -glen

bad weather weather is not always a cancellation A well experienced instructor will see it as a opportunity to teach / drive skills for that sort of weather. as long as itsa not hazardous and beyond the aircraft POH limits... If you have an exam on in bad weather, its usual for an examiner to cut you a bit of slack with holding track , arriving at some specific time etc etc

IMO the 914 is a good option. takes care of altitude (turbo) , simple control system. I dont know one that has stoopped. compare with many 912is and 915 I know that have stopped.

It's an attractive powerplant. But its not without it's misbehaviours as BlueAdventures commented. I have seen plenty of fodder to suggest that it's still an enthusiast's engine, not mainstream. I certainly would love to have one, I'm a enthusiast. but those messages - 'random' - but they're not --- alarms and messages. and what i think is almost dangerous behaviour by the ECU in case of a sensor failure. example - engine on climbout at 500' loses a non critical sensor, and spends several seconds at idle/ shutdown decides what its going to do... scaring the fu3k of the pilot. when it should just keep on trucking because it knows the engine curves, required fuel injector timing etc for some RPM. WTF? I talked ot Rotax abotu this behaviour and they said a pilot should never be flying over what they cant immediately land on. Sure thing. also Watch out for the, what I beleive is inadaquate choice of connectors for the power/alternators for the 915. I could go on..... Having said that, yes, everyone's a critic, and it is I think the very best powerplant out there aside from Lycoming. The Jabiru isnt bad. Years of what I beleive of poor decision making at the top of the company have severely damaged its reputation. That has changed now and the voluntary recall of all those 3300 crankshafts at their costs proves the point that the organisation has turned a corner under new ownership. Many european manufacturers think regulation knows best. Fortunately, finally some of Europe is figuring out they cant compete with anyone with their regulation and approach. The China EV competition experience has perhaps changes some of the minds in Germany.

916 turbo Risen : Vs0 stall speed 43 kn. Now, Vs1 (flying config stall speed) for the 916 beast is 55 kts. I wonder what the load factor rating is (IE Normal or Aerobatic) https://www.flyrisen.com/risen-SV916 https://www.flyrisen.com/media/downloads/Risen_912-915_Data-Sheet-Risen_metrics_US.pdf OK : load factor is +5.0/-3.0 which is not bad I guess. 43 kts x sqrt(5) Va = 123kts.... respectable if it flys at say 140 kts.... 75% (916 turbo) is 180 kts (sea level) so you are flying along at 180 kts and you hit some rough air or CAT, hit a big bump. and the wings instantly separate from the fuselage... nice. I dunno..... I would be nervous goign fast . https://www.kitplanes.com/risen-the-master-of-efficiency/ The 912 powered Risen seems a much more SENSIBLE combination to me. Va compared to a Lanceair 360. Lanceairs have high wing loading and not terribly light. Vs1 for a Lancair 360 in one reference i looked at is 74 kts, and the load factor is 9G . yes 9 LOL. so Va is 222 kts .... it ain't gonna break easily. (cruise is 203 kts) I think I'd have a Lancair. Or a Comanche

A couple of readers have asked me how to get the height showing on google earth from the tracks outputted from OZrunways after exporting the KML file , ( I export to my google drive and pick it off that) - Ater exporting, and opening in Google Earth it looks like this : This is called "Clamped to ground" mode RIGHT CLICK on the imported flight in the PLACES panel on the left hand side, select properties Select Altitude tab and change Clamped to Ground to Absolute now it looks like this. you can change colour in Style, Colour tab in the same dialog

YCWR Cowra to YMMY Moruya . never flown down there myself or as PIC. Had to pick up a couple of ferry pilots who moved an aircraft earlier that morning. The GAF didnt look good at all.. Easterly wind blowing and a chunk of moisture from the south moving in Went down there at 9500' skirting the class C, waypoint at goulburn and nerriga.. 125 kts TAS @ 30 lph. full fuel. super nice no cloud so far. Then encountered the wall of cloud, which by local accounts extended out to sea (from 25nm inland) Descended down to 3500 to see what the ceiling was above the top of the range.... looked < 500' and the region is very rugged. mmm no thanks. cloud base 3000' tops 7500. . hills 2500-3500. Flew SSE for a while down the range, along the western edge of the wall of cloud, cumulus , bumpy.... Talked to some aircraft down at Moruya... they suggested could get in north but no way from where I looks. I know though I could likely get down the Deua River Valley with the current weather. This is because the entrance into the valley is a fair way inland. Decided I would turn around and go home if it didnt look OK. Had full tanks, enough fuel to fly to Brisbane. Turned out OK. Now sure why I didnt follow the river (marked yellow) There was some reason I didnt like the look of it. I liked the look of open spaces and low land better at the time. Moruya has a very busy parachuting operation going, very professional looking outfit. Looks more like a well managed event and premises etc, very pro. Had 45min rest, loaded the boys up, decided to have a look at it to the north. The south where I had come in was no longer VMC. flight plan lodged. Had a bit of a look at the cloud bases when we got a bit closer..... looking..... No fuc3ing way . that country up toward the escarpment is deadly. and I know there is a few miles of extension of that cloud, its not just getting over a edge ... and, I dont have AH redundancy . We're staying here overnight I told the pax. No arguments. Cancel SAR. Friendly hanger people helped us get pub accomodation and meals. Turned into a enjoyable stay with my close friends. Next morning, GAF was OK, and the flying was fantastic. just some high cirrus..... Went up the Deua River Valley. Beautiful weather .This is the way to get out of here for sure No running the gauntlet up to the north west over that country. Maybe yes in good weather AND climbing to 8500 or 12500 up the coast first before heading west. Lodged flight plan on ground , departed with good climbing performance oto 8500' , got a clearance direct to Cowra over canberra, a good short cut.... ATC helpful as usual. 125-130kts ground. Just had to shoosh the passengers when ATC was talking. I think I'll do a intercom mod that suppresses the pax intercom when the radio talks, (but lets the pax still talk to eachother- like an exclusion mode)

I'm a bit old for strippers.

anyone else want to do the maths ? there is only a square root involved. or a number to the half power, if you like. and one multiplication. BrendAn ?

if cruise is say 90 kts at 75 % power, neglecting prop efficiency changes (increased prop speed = higher drag) and that the cruise drag for the wing was at the bottom of the drag/airspeed bathtub, (sensible design) then the best you can hope for at 100 % power is 104 kts...