Too many accidents

[M61A1]

Being a four stroke should mean that it might stop less often than the two strokes in the Drifter you learnt in. But all engines stop sometime and you never know when that will be so you should still fly any aircraft like you were taught in the Drifter I.e. with a suitable outlanding site available IMHO.

Exactly.....sooner or later it's going to happen. We are only flying for recreation, our aircraft that have been built down to a weight instead of up to a standard, have very little in the way of redundant features, so you need to fly in a fashion that can accomdate that, or be ready to accept the outcome if it works out worse than you anticipated.

You fly at your own risk, and so does the passenger who got in with you, wife and kids to care for or not.

 

 

[facthunter]

The weight limit makes it necessary to make things a bit weaker than optimal or go for exotic materials which is complex and expensive This applies to the airframe more than the engine as most 'modern' available engines are quite light this gives the two strokes an advantage insomuch as they have good power weight figures. They are going out of service due to pollution ( In other countries) and unreliability. Short life makes their hourly rate higher than some of the four strokes plus fuel economy is worse.

 

U/L? Continental and the Lycoming offerings would provide a chance to get more reliability perhaps but the weight is a factor. We should review this or we can forget homebuilt two seaters that do the job, (unless expensive kits). Pioneer etc. Overseas weight limits complicate the situation here. Especially the euro ones and look where the LSA thing went. I never liked it. Too many unknowns.. Nev

 

 

[Gentreau]

The big advantage of two-strokes, in Europe at least, is in machines used for instruction, thanks to the gain in payload.

 

They may consume a bit more (our 2-stroke ex club machine averaged 16 ltrs per Hobbs hour over a period of 2 years) but if you have to refuel every 60-90 minutes due to weight limitations, the "loss" is partly reimbursed by the increased training time.

 

There are quite a few machines available here with either the 582 or a heavier 4-stroke engine.

 

However with our weight limit at 450kg, the extra 20-30kg of engine makes a significant difference to the amount of fuel that can be carried.

 

Also, since rate of climb and top speed are not critical for training, the lower powered engine is perfectly fit for purpose, and even gives the student a little more time to keep up or catch up with the machine during training.

 

The other advantage of course is that the version with a 582 is generally significantly cheaper to buy

 

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[Admin]

And as a final note, No Mr. Baker, you cannot have my name and phone number and in all my time on the internet no one has ever asked for it. Are you lot that thin skinned? Says a lot really.

This is why you are now banned

Rule 1.6:

 

"The site Administrator or one of the Moderators have the right to ascertain the true identity of a registered member at any time."

 

as I, this site and its owners will not take the risk of any come back from your actions here, so we have the right to ascertain the true identity of any person contributing to that risk and if you don't accept that then no name, no site use...this resource strives to be professional and remain as an above board resource for all its users that value its contribution to the recreational aviation community and not for fly by nighters...goodbye

 

 

[gareth lacey]

HERE HERE:clap: