RFguy

as an excellent twin aircraft , and young pilots tend to be from my experience, very much on the ball, we can only WILDLY speculate and nothing else to the cause of this accident. IE pure imagination only..... - commercial service twin maintenance is a step above private cessnas (IMO) - maybe he hit some space junk , a drone or had a brain anurism. who knows. if I ever fall out of clear sky you can be pretty sure either I had some rapid physical incapacitation or a mid air collision. Stuart, is there enough flexibility in the Baron's pitch control to override a jam in either the yoke piitch or trim run ? I dont know that end of that plane.

any adsb logs ?

From my POV, the "Never Ending story" topic simply pollutes useful discourse on an otherwise useful site/engagement Does anyone know how I can permanently mute it from ANY of my sessions. I do not want it filing up my screen with IMO, useless time wasting rubbish ! (everyone is entitled to their own opinion) The site might get more traffic if the what's new wasnt filled up with the trash 🙂 glen

I would only fly flapless with a high crosswind to deal with. I suggested it because it might make the transition to flying the 230 easier. if you have power on in normal landing configuration in the flare it will not stop flying. (unless it is overweight) ....I think that's bad advice... are your flares performed with the stall horn blaring ? if not, then you're not going slow enough to flare decisively in the normal landing configuration ( flaps) . it will likely just balloon. Or, you'll use up twice the runway . Done right, ( I think) the stall horn is screaming its head off with quite a steep nose up flare, inches above the ground. OH AND DO CHECK THE STALL HORN IS WORKING ! Be also aware- the 230 is quite nose heavy with not much in it. put a bag of concretein the very back maybe to again ease the transition. however, that shouldnt need to be there when you are proficient.

Hello everyone, I am back in the living. I agree about the inertia comment. 1) what are your flapless approach / landings like in the 230 ? Tried that ? The extra speed will mean you are carrying a alot more inertia (and maybe give you a little more time) 2) are your flares performed with the stall horn blaring ? In benign conditions, I would recommend that be a telltale of the right airspeed for a J230 Like most planes, you never want to let them get too slow. depending on the plane, you run out of a varied number of performance requirements (tail authority, elevator authority, roll authority) I found when I first flew my 230, I wasnt letting it get slow enough in the flare, so I learned to fly is an inch above the deck - the feel and touch of just the right amount of back stick is quite tricky and very fine..... IE first few attempts resulted in balooning at low speed (bad) and resultant go arounds . Jabs with winglets, especially high aspect wings like the 230 and the 170, the induced drag increases very little as the wing gets slow. as a result, the wing tends to just fly and fly until suddenly it doesnt. compared to my PA28 wing that the wing gets mushier and mushier but there isnt any sudden death a few inches off the ground like the jab. Glen.

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