kgwilson

Crankshaft or prop flange are possibles. I'd expect oil pressure to drop if there was a crankshaft fracture. I hope we find out what it was.

I have always run my Gen 3 3300A on 98 PULP after it became harder to get 95 PULP. A lot of petrol stations changed to 94 and stopped stocking 95. 94 though is just 91 with ethanol to boost the octane. Avgas and 98 PULP are quite different chemically. Avgas is based on Paraffin which is what you find in candle wax & TEL is added to boost the octane whereas 98 PULP is based on aromatic hydrocarbons & uses xylene, benzene, toluene & other light enes to boost its octane levels. The problem is that the light ene products evaporate off first so it will only store well in sealed full containers. 98 pulp also keeps your engine clean as it also contains detergents & there is no lead to foul plugs and valves & heads. In a study done in the US related to developing lead free Avgas it was found that over 80% of all piston engined aircraft in the US were capable of running on unleaded petrol but few did mainly due to it not being available at aerodrome fuel depots. The only down sides to 98 PULP are shelf life in the tank is much shorter than Avgas, vaporisation risk at high altitudes over 10,000 feet & that it stinks & permeates through the walls of my vinyl ester fuselage tank though it is only a problem when opening the canopy & clears fairly quickly.

Yes from the BP document published in January 2010. Crikey that was 14 years ago and we are still debating it. I'll get me hat & coat.

Electro Aero based at Jandakot near Perth manufacture charging equipment for the aviation industry & have had an electric training aircraft since 2018. It is a Pipistrel Alpha. It has 1 hour endurance & recharging takes 45 minutes & costs about $3.00 in electricity for an hours flying. This was the first in the Southern Hemisphere. The technology is not new & the original Alpha was built in 2015. I believe they created a quick replaceable battery pack at some point which takes about 15 minutes to swap. In 2015 watt hours per kg of a Li-ion battery was less than 200. The latest Li-ion batteries can achieve 360 WH/kg and the new semi solid state battery from TNE can achieve 720 WH/kg. The same weight of battery using the new tech should provide 3-4 hours endurance for the same aircraft. That is pretty good progress and pretty good endurance for this aircraft.

The flying schools at Coffs & South Grafton ran their Gen2 & 3 engines solely on Avgas & still made the 2000 hour TBO so with correct and timely maintenance they were OK. Whether heads came off for decokes or whatever during that time I could not comment on.

No they aren't. They are all owned by Stellantis based in Amsterdam. This is a conglomerate of the merged Fiat Chrysler and PSA groups. They also own Vauxhall and Opel shed from GM when they went bankrupt & got bailed out by the US government & Peugeot.

Avgas will not be available in the future, well after 2030 or thereabouts. The point is that battery technology is increasing dramatically with this latest innovation doubling energy density. The future in aviation may not all be electric but there is a lot of investment already being poured in to short haul electric passenger aircraft, piloted and unpiloted. Unless we get fossil free low emission fuel, i.e. no CO2 emissions piston engines have a pretty limited future. There is a lot of development going in to very low emission with zero CO2 turbine fuels though.

Chinese startup battery manufacturer Tailan New Energy has recently unveiled a semi solid state battery providing 720 Wh/kg. That means a 100kg battery would store 72 kWh of electricity. The very best Lithium Ion batteries produce 1/2 of the energy density of this new battery and are able to propel the new Nio EV more than 1000 km on a single charge. The new battery of the same weight will double that to 2000km. EVs don't need 2000km of range, they need lighter batteries and this breakthrough will halve the weight or more of the battery for any given EV with its current range. The Nio ET7 EV with a 150kWH Li ion battery with half the energy density has a 1000km range. This will make single engine electric aircraft a viable cross country option. Given that the electric power train can produce 5 kW per KG (& this goes back to 2015) means a 90 kW (120 HP) electric motor would weigh only 18 kg. Add 100kg (72kWH) of battery and you will have very good range.

Rotaxes that have 2,3, or 4000 hours on them aren't owned and flown by a private individual. They are operated by flying schools hence the high hours. Most weekend pilots fly 50 hours or less a year. That's 20 years of flying with the same engine to get to 1000 hours. The 2 flying schools in my area have J170s and the engines are replaced at 2000 hours, some after 1000 hours when the top end overhaul is due. Why? It is cheaper to install a new engine of the latest generation than to get the original one overhauled. The time taken for the overhaul also means the aircraft is out of service for that time and cannot be used losing the school money. All that is required to achieve these values is the correct regular maintenance as per the maintenance manual. I have a Gen 3 3300A engine. It was the 4th off the line in 2013 with roller cam followers. I maintain it per the book and at a bit over 400 hours it runs as well as it did when it was new. Leak downs are 78/80 and I don't add oil between changes every 25 hours. I like the simplicity of an air cooled direct drive engine that can run all day at full power if required. That aside the failure rate of 912s in the last year exceeded that of Jab engines. It may have been a oil line, radiator leak or some other minor issue but that is partly due to the 912s complexity with 2 carburettors, lots of plumbing, liquid cooling, a reduction drive and external oil tank. The 912 is a great reliable engine but it is far from perfect and as it, like every other engine is man made it will fail at some point. A Sling landed on the beach not far from me a while ago suffering a catastrophic engine failure. The original 80HP version is considered by many as the best and most reliable. Now with the latest pumping out 160 HP from the same 1.4 litre displacement I'd be a bit cautious. Then there is the price. Wow.

Once a circuit direction and runway are declared it should be adhered to by everyone joining the circuit. That is standard practice and good airmanship. If there is a reason a pilot cannot land on the designated runway they should stay 500 feet above the circuit height as a minimum and declare intentions and their landing order number so aircraft joining later know and note the change. When I flew in to Parkes for Airventure in 2019 on the Friday aircraft were arriving from all points of the compass. I'd never been there before and didn't even see the aerodrome till i was almost over it 2000 agl. There was a lot of chatter on the radio and the runway was easliy established as the wind was 15-20 knots from the East. I easily spotted the 3 in front of me & joined downwind as No 4 & making a call as each touched down in front with my new number. They had a ground frequency at Airventure and it was needed then as I joined a queue of 8-10 aircraft & there were several different ground destinations, mine being the under wing camping parking spot.

Crikey 450k is getting up near Cessna 172 territory. Then again the price of new aircraft has gone ballistic since the pandemic. Kits, engines and avionics prices have all gone through the roof. Good for me though as resale prices have also gone up proportionately.

There is no indication of anything on the Bushcat website or from GAP. They have dealers in 12 countries. GAP Aviation on the Gold Coast is the Australian distributor.

Thanks. I didn't watch the video as i have no interest in it. Just what I'd require if I was.

What sort of warranty do they come with? If I was going to be first cab off the rank I'd want a water tight warranty and at least 1/2 price of a 912 ULS or less. Too much at stake here for me to even think about it for more than 5 seconds.

I was at the last Airventure at Parkes in 2019. It was a pretty big event with multiple workshops and seminars in numerous Marquees and one huge long marquee for all of the exhibitors. There were probably over a hundred underwing camper aircraft, plenty of portaloos & hot showers. A lot more pilots had accommodation in town. It was very well organised and there was a big airshow on the Sunday. Lots of new aircraft on show & other things like vintage cars, plenty of food stalls etc. Buses went in to town every 1/2 hour or so. There was a mobile Avgas truck that did the rounds on Saturday before the dust storm happened. I hadn't used much of the fuel in my wing tanks but topped up the fuselage tank with 50 litres of Avgas which gave me a 50-50 shandy with the 50 litres of 98 petrol I had in the tank. The wind got up to 40-50 knots and you could not see anything. I dropped the tent & used all the spare guy ropes as extra tie downs. There was rain after the dust & it turned all the dust on aircraft to mud. The site was closed & everyone had to leave so we spent the afternoon in the aero clubhouse. By some miracle there was no damage to aircraft AFAIK. Sunday was fine & Old Korelah decided to head home but struck some pretty bad weather on the way. I think he had to stay somewhere overnight. Monday dawned with ice on the aircraft & the flight home was memorable with my highest ground speed at 177 knots & up to 10,000 feet with OAT showing minus 10-15 deg & me with no heater. Still I got home in 2 1/2 hours, took 3 1/2 hours to get there from South Grafton. Fly'n for fun is not the same but RA-Aus know the venue and requirements. ASICS were not required & the public were not allowed near the parking/camping area in 2019.