BurnieM

With airflow do not forget about the airflow coming out of the radiator and oil cooler. The exiting air also needs to flow smoothly.

So this is about AU$965

Agreed but 600ml that is always in the aircraft is much better than the 2L bottle you meant to put in but forgot about. I believe most survival experts recommend 2L per person per day.

My ideas for a general pupose survival kit; ELT/PLB foil survival blanket whistle signaling mirror waterproof matches 2x3m plastic tarp 600ml water (more is better) bag of barley sugars (individually wrapped)

I understand different requirements for different areas and carrying survival gear generally. However there does not seem to be any point in defining a DRA if there are not requirements/recommendations for traversing these areas. Perhaps this 'concept' was flavour of the month years ago and is now being ignored ?

DRA seem to have been areas that were recommended to be avoided and required some survival gear to be carried when traversed. I am having difficulty finding defined requirements/recommendations for traversing these areas. Are they no longer considered (by government) as areas that need this ?

Does a single use drone need a long (or even medium) life engine ? The jury is still out on the Zonsen Rotax replicas.

If you have any music on your iPad can yo play it and see what you hear.

GA pilots can perform a similar range of line maintenance tasks just by having a RPL/PPL. CIVIL AVIATION REGULATIONS 1988 Schedule 8 maintenance that can be carried out on a B class aircraft by a pilot entitled to do so under sub regulation 42ZC(4)(d). 1. Removal or installation of landing gear tyres, but only if the removal or installation does not involve complete jacking of the aircraft 2. Repair of pneumatic tubes of landing gear tyres 3. Servicing of landing gear wheel bearings 4. Replacement of defective safety wiring or split pins, but not including wiring or pins in control systems 5. Removing or refitting a door, but only if: > no disassembly of the primary structure or operating system of the aircraft is involved > where the aircraft is to be operated with the door removed, the aircraft has a flight manual indicating that it can be operated with the door removed 6. Replacement of side windows in an unpressurised aircraft 7. Replacement of seats, but only if the replacement does not involve disassembly of any part of the primary structure of the aircraft 8. Repairs to the upholstery or decorative furnishings of the interior of the cabin or cockpit 9. Replacement of seat belts or harnesses 10. Replacement or repair of signs or markings 11. Replacement of bulbs, reflectors, glasses, lenses or lights 12. Replacement, cleaning, or setting gaps of spark plugs 13. Replacement of batteries 14. Changing oil filters or air filters 15. Changing or replenishing engine oil or fuel 16. Lubrication that doesn’t require disassembly, or requiring only the removal of non-structural parts, or of cover plates, cowlings and fairings 17. Replenishment of hydraulic fluid 18. Application of preservative or protective materials, but only if no disassembly of the primary structure or operating system of the aircraft is involved 19. Removal or replacement of equipment used for agricultural purposes 20. Removal or replacement of glider tow hooks 21. Carrying out an inspection under regulation 42G of a flight control system that has been assembled, adjusted, repaired, modified or replaced 22. Carrying out a daily inspection of an aircraft 23. Connection and disconnection of optional dual control in an aircraft without the use of any tools for the purpose of transitioning the aircraft from single to dual, or dual to single pilot operation 24. Inspections or checks set out in the following documents in circumstances where the document clearly states that the maintenance may be carried out by the pilot of the aircraft and the maintenance does not require the use of any tools or equipment: a. the aircraft’s approved maintenance data b. the aircraft’s flight manual or an equivalent document c. any instructions issued by the national aviation authority that approved the type certificate for the aircraft 25. For an aircraft that is installed with an oxygen system for the exclusive use of ill or injured persons on an aircraft used to perform ambulance functions – replenishing the oxygen system installed on the aircraft

Pretty sure that is only for a limited range of line maintenance tasks excluding modifications.

With limited knowledge I would go max briteness and decent life LED and probably an aviation specific brand (with its high cost). Aviation seem to be way behind other transport sectors when it come to safety/visibility. White, light blue or grey paintjobs are unwise but somehow common.

I have heard a few people, many more experienced than me, state that the carb heat on a 912 uls is largely ineffective but you should still do it to get into good habits for other engines.

https://www.aircraftspruce.com.au/catalog/bvpages/syracuse_13-24461.php A bargain at $133

https://aviation-safety.net/wikibase/566418

Is there a way to split this engine reliability discussion off from the original "Light aircraft crash at Heck Field" discussion ?

Maintenance is also an issue with all engine types. The Piper that crashed on Mona Vale golf course was purchased 6 months earlier for $60k. You do not have to be a rocket scientist to realise you get what you pay for. Penny pinching is not limited to experimentals.

Can I point out life is “inherently risky”. You will never know everything about anything so you take the knowledge you do have, make a risk assessment and then proceed (or divert to another activity). We all have a limited time on this planet. It is your choice whether you live it or analyse yourself to death.

Will Prowse has a good Youtube channel about solar panels, batteries etc - https://www.youtube.com/@WillProwse/videos He does not seem too keen on Sodium-Ion.

This is all correct but not helpful. Are you suggesting that all aircraft entering class C/D airspace should have a ADS-B out transponder ? Sounds like a good idea to me but I can guarantee you will have at least 5000 loud complaints due to the cost. How do you propose to convince your fellow pilots ? Is this adequate ? A better option would be all aircraft to have ADS-B out/in transponders with audio alerts in all areas. Your loud complaints just went up to 20,000 fellow pilots. Actually probably 30,000 when they realise the Skyecho would not be accepted. What is your plan ?

Google maps measuring tool shows a distance of 830 M (from the eastern end of runway 28/10 to the western end creek bank). Hard to know what the accuracy is.

My understanding is he did not get more than 30 feet off the ground. Does anybody have any better information ?

Yeah, nah. AIP says 700M and there is not a lot of room for extensions unless they bought a cane farm.

Heck Field 28/10 is only 700M (2300ft).

One of the forums had Garmin reps on and people asked why the G3X Touch efis was not also a IFR navigator as it has an internal WAAS GPS and fast processor; Did it have the same GPS and firmware as their IFR navigators - yes Was the processor fast enough to handle approach/departures - yes Was the hardware built to the same standards as their IFR navigators - yes Was the hardware subjected to the same testing as their IFR navigators - yes Had Garmin ever produced IFR software that would run on the G3X Touch - crickets What would happen to the price if Garmin submitted the paperwork to the FAA to get it approved for IFR - the price would double Garmin decided that their main market for the G3X Touch was VFR flyers so did not get it approved to keep the cost down. Is this grossly excessive costly approval process part of all certified avionics ?

Nah, thats easy. You need to follow Ryans channel - https://www.youtube.com/@MissionaryBushPilot/videos