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Intestine phone conversations? I've had a gutful of those. (I'll see myself out.)

Aerosonde began their early trials using the Geelong Model Aircraft club field at Batesford. Pilot was David HOBBY. I recall one time they did a 24 hour flight or something like that. Just circling around within a few miles. Didn't stop us flying RC those days, all very casual.

Nothing super new - has been in the RAAus Tech Manual since at least DEC 2024. (I have no details as to why the change etc)

From the BOM website: Airservices Australia is the official provider of the Aeronautical Information Service which includes the delivery of the Bureau's aviation meteorological products. Therefore, all information for the purpose of flight planning should be obtained from Airservices Australia. ("should") It used to also have, maybe it still does some place, a statement like "BOM weather SHALL NOT be used for flight planning, get your info from Airservices." It's the same weather. Why the double handling? If Airservices is the official provider, why have it on BOM at all? I used to find the BOM site was easier to find things in the aviation weather section.

That airstrip is ridiculous. The roller coaster at Seaworld is a smoother ride.

ASIC has nothing to do with CASA. It's not their baby. The Department of Infrastructure, Transport, Regional Development, Communications, Sport and the Arts

Seen this before in mine 20 years ago. Tacho pickup was not close enough to the two steel tabs on the flywheel. Adjust pickup or tabs to close the gap. I didn't measure anything, just set it. Rock steady ever since.

The petition does not call for the abolishment of ASIC for general aviation it calls to share the costs of security. Though a pilot, I am not eligible to apply for an ASIC because I don't require frequent access to a secure airport. Sure I could just say I do, but that is not true. reg 6.01 Operational need means a requirement for frequent access to all or part of a secure area. My need would be maybe twice a year at best, for one or two airports that are as dead as a dead thing that died in a ditch. One has two RPT flights a day.

Here is one reason I refuse to get an ASIC. It's bullshit. If suits don't need one to be on Melbourne airport with no asic, I don't either. And don't give me any "oh, they just took them off for the photo." ASICs are required to be displayed at all times when airside, no exceptions. Then SANTA. A guy, in disguise, with no asic, on Melbourne airport. Escorted by staff no less. And the ex QF CEO. One rule for them, but not for you and I. I used to work in a secure facility at Melbourne Airport, and management would just bring suits through, no ASIC, no visitors card, no nothing. The whole thing is a SCAM and I refuse to play.

That joke stinks. (give that man a cigar!) You should be expelled.

I would suggest not to go with any generic cable tension value from "I read it on the internet" to "some guy said" or a double act, "some guy on the internet said" Some designs just have no cable tension value at all. My aircraft doesn't, it's done by feel, not too loose, not too tight, very unscientific, but designed that way by an aeronautical engineer. Not even a generic value or procedure employed. My rudder cables for example cannot be tensioned, even if you wanted to. Rudder pedal (free floating) direct to rudder. With no feet on them they are floppy. Your feet apply variable tension. Some tensions are, I gather, expressed as a deflection value - eg for XX load applied to the side of the cable, the cable deflects XXX distance, and also depends on cable length. For example, half an inch deflection over 20 feet of cable might be the number specified, but half an inch deflection over 5 feet is a whole different animal. Then comes into play, 1/8" cable or 3/16", there's too many variables for a one size fits all answer it seems. It would seem to me that there's no point having a fancy cable tension meter without rock solid design specific data and procedure to follow.

Good to see not an ASIC in sight in all the coverage, even the Melb Airport CEO didn't have one. If it's good enough for all them, that's good enough for me.

Godzirra???? Will check it out. For another aviation classic from Japan. PORCO ROSSO. Get You Some O that.

VH-JAS has been flying out of Bundy for well over ten years now. Jabiru USA just unveiled the J432 at Oshkosh. J432 is not the only 2200 Jabiru powered twin in Australia - the Zenith Gemini prototype has been here for years, owner reports it flies on one just fine.

Here is a great video of FISK VFR approach for flying into Oshkosh Wisconsin for EAA Airventure. I spent a few hours there over a few days last year, and in 2024. it's just amazing to be there to watch all the planes coming up the railroad tracks. I stood ON the railroad tracks too. People spend hours there, chairs, "coolers" with lunch and drinks. The controllers are happy to speak to you when they can, they love hearing Australian accents. I'm sure they have no idea just how far from Oshkosh Australia is. (15,555km for me) The "half mile from FISK" thing is when the aircraft appears between two sets of powerlines on the road! So simple, and it works. They can also see when aircraft are following the road not the railroad tracks, it's so obvious, so careless, and they sure don't like it. What else don't they like: Aircraft not flying with the stated spacing, half a mile, one mile, two miles, whatever they dictate at the time. Side-by-sides. Having to repeat themselves again and again and again to get an aircraft to rock their wings as acknowledgement of runway assignment. There are so many good videos on how to fly the Fisk arrival, there is no excuse to get it wrong. And yet they do, I've seen it. You can see it on flightradar 24 also. Conga line of planes going nicely up the tracks, and then some ass-hats following the road or going wherever they hell they like. FISK 120.7 during the day (15 hrs behind east coast AUST) Oshkosh ATC Arrival. Fisk In Place at EAA Airventure

Visited the brand new Sullenberger Aviation Museum in Charlotte in July 2024 where the plane Cactus 1549 is. It's largely intact, just remarkable. Why is it in Charlotte? That was its destination. It finally got there. The museum was designed by Australian company Freeman Ryan Design - honestly, it's a world class museum and exhibits. They have a video playing of the timeline from birdstrike to touchdown, lots of exhibits, luggage, shoes, tickets, the Captain's hat, cockpit checklists. Also there's a F14 Tomcat there just as you enter, and so much more. Charlotte is a nice place to visit.

VOSTOK for me. Manual winding.

We need to know exactly what battery is installed. If some other than standard Odyssey battery is installed, you're on your own. As someone who does regular super cold weather starts, (2200 engine) effortlessly, with the recommended Odyssey PC625 battery..... I'd use nothing else, despite battery spec promises. I also get ten years out an Odyssey before I change it, and it's still starting just fine every time, summer and winter. Ten years is my limit, not the plane's limit. Winter plug gap = true, there is such a setting and from experience, it does make a difference. 0.020" is indeed the figure in the manual. NGK D9EA plugs, (we assume) Coil gap check = true, check it. I found a cardboard manilla folder piece is the exact thickness. (digital micrometer used) THICK OIL = could be problematic. I've only ever used 15W multigrade oil, all year round. CHOKE full on, throttle full closed = true. (assume choke is fully opening.)

I do recall that programming my tacho originally was a royal PITA. Get it wrong and yep, it won't work properly, if at all. I was looking at the instructions sheet again the other day and it's fiddly with a few rabbit holes and traps. Instructions were written by an expert, not a novice user. I think if it comes that I too need a new one, I'd just buy it and try it before firing the parts cannon at it too. But I'd probably get an electronics whiz friend to maybe take a look at repairing my existing one. My display flickers - that's all I have going on. I too almost suspect a dry solder joint. Mine flickers in flight, I need to watch it on ground (or air) with the engine off.

Some generic VDO info I found in a manual that the new part number sent me to: SingleViu (I guess - the overseas VDO instrument "brand" or product line) is approved for all standard sensors and signal types. – Inductive sensor – Magnetic pick-up (standard orig Jabiru?) – Hall effect sensors – Alternator – Ignition – Generator encoder

Well that's a kick in the klacker. The VDO stated replacement tach does analogue signal and I guess it's CANBUS. I would have thought the original RPM sensor was analogue - just ping ping ping as your tach tabs fly by the simple sensor. Sounds rather odd the new tach won't.

Following this with interest, my tacho is starting to do the funky chicken dance in the digital display after 20 years. Tell-tale that it's gunna totally crap out I think. I need to watch it with engine off. My orig part no. is 333035011 - $181.50 trade price from Bursons in 2001. no longer available Replaced by A2C3832990030 which can now take CANBUS signals as well as analogue. PHWOARRRRR $845 at REPCO or $676 via auto club price. PHWOARRRRRRRRRRRRRRRR "tellem they're dreamin" $413 at automotive superstore online. $470 at VDO sales $395 at Howard VDO Australia: Quality Gauges & Senders from Howard Instruments

Dianne sure does, and does great work. Custom anything you want.

America is not even ready for it. It is widely not known that many Lycomings are factory certified to run on unleaded automotive fuel that meets their nominated specifications. Lycoming Service Instruction 1070AB and there are significant provisos. Automotive ground transportation fuels available direct to consumers (e.g. “pump gas”) usually do not have labels with sufficient information to identify compliance with the requirements in Table 2. IN COMPLIANCE WITH THIS SERVICE INSTRUCTION, THE AUTOMOTIVE FUEL MUST AGREE WITH ALL SPECIFICATIONS IN TABLE 2. AUTOMOTIVE GASOLINE THAT IS NOT IN CONFORMANCE WITH THE SPECIFICATIONS IN TABLE 2 IS NOT TO BE USED. WHEN USING THE AUTOMOTIVE FUELS IDENTIFIED IN TABLE 2, LYCOMING OIL ADDITIVE P/N LW-16702, OR AN EQUIVALENT FINISHED PRODUCT SUCH AS AEROSHELL 15W-50, MUST BE USED. Presumably they tested that exact grade of fuel and approved it. The problem is the user (us) cannot be assured any auto fuel purchased is that exact same grade. It won't be, certainly not here in DownUnderstan. I did try look into what spec our auto fuel is, but I soon lost the will to live. Interesting that some older aircraft have an auto fuel STC. Amazing that a piece of paper can fool a leaded engine into happily running unleaded, though probably with a couple of provisos there too. Some breathtaking info: 1 gram of TEL contains 640.6 milligrams of lead. AVGAS 100LL contains less than 0.56grams/litre of TEL. 0.56 grams of TEL contains 0.358 grams of lead. 0.72kg of avgas (1lt) contains 0.358 grams of lead, or 0.05%

I have a low oil pressure sensor for cockpit red light, right there.