David Isaac

It is rather obvious that you bunch of comedians are all rather fond of each other. It is nice to see this type of vitriol for a change ... LOL

Running fuel systems dry for extended periods is a very bad idea. They may not work when needed. This problem has been well identified on duel fuel petrol/LPG vehicles. Better run partial fuel through a carby or dispose of it completely. I'm in favour of the latter, run a multi point EFI system with built in systems and power redundancy. They have proven reliability these days and it any case can easily be built in.

It is difficult to disagree with that logic Oscar. The only remaining discussion is how you would practically and cost effectively achieve redundancy of the systems and the electrical supply. This is a very interesting discussion and I do particularly enjoy the humour of the parties involved. I also have a particular interest in this area of engine science, most of my lessons building and destroying race boat engines were costly. LOL

Hi Bob, I am aware of SIDS and that is about all. I own a 1951 Auster J1B, but she had a ground up rebuild in 1998. But that was 15 years ago and she has less than 2000 hrs total time. She was pranged badly in 74 and not rebuilt until 98, hence the low hours. Austers have well documented corrosion spots. She is about to undergo a 100 hourly. Plus a cable AD and I am about to cut some inspection holes in her new Ceconite skin ( new as in 1998). So that will tell me if there are any age related problems. Mate, the C182 is a beautiful and versatile aircraft and I would suggest well worth the investment. Apart from the C180 (my favourite) the C182 has to be the best aircraft Cessna made. But I am slightly biased.

Bob, why is there an automatic expectation on $60k. Are there known problems?

Well LSAs and Certified are all factory built to a standard and should have Pcharts. Those of us who trained with Pcharts know they can tell you if you are likely to kill yourself on a takeoff or landing if you know how to use them. If we don't have Pcharts in RAA how can our training be equivalent to GFPT or what is to be call RPL?

Ah Phil. You are always good for a laugh, but the Paedophile one is a bit close to the nerve here. But I think the mods are asleep, they only need to delete the bad one, the rest are great. LOL

No he means the plastic silencer box between the carbies and the air filters. Designed to muffle induction noise.

if you don't inhibit corrosion (oxidation of the contact surfaces) your resistivity goes up with the corrosion.

As Nev said, DONT, 2 Strokes exhaust systems are a critical part of the tuning design, alter them at your peril. If you need to change the configuration talk to Floods.

It always amazes me where these self appointed 'experts' get their claimed information from.

Welcome on board Tony, great to have some South African friends on here.

What a bummer Arthur ... all those good times we had, not a bad machine either. How much did she sell for?

Thanks Guys, all good info.

That's a good point David. If your BFR is expired then the instructor is definitely PIC. I'm not so sure if you are still current, it may be argued you are 'in command under supervision' More likely the first in all cases though. Camel or DJP might be able to clarify that.

There is one at Taree. Arthur Amour 'Taree Wing' does training in her if you ask.

GG he stated leading the world in regulations .... I'm sure we would all agree that we have more regulations with more complexity than anywhere else. The question is ... do we lead the world in safety ????

Apart from the very high cost of these operations, it must bring some value in terms of experience and the use of sophisticated technology in a very real set of circumstances. They would be flogging the aircraft around somewhere else anyway. I do fear there is something very suspicious as to why we cannot spot any of these bits of debris after all these days. I don't know but something about this whole incident stinks to high heaven

AVID is cheaper. It last for five years. Many of us can get away with just the AVID.

Hey buddy, well done. Shirley and I are 39 years in September. Go for it, some of us really needed marriage to knock the edges off and help us develop as good people LOL. Are you still living on the South Coast?

Another two or three more than how many Steve.?

It is quite possible that the seat was the cause or a parachutist losing his attachment and rolling back in the cabin at the takeoff angle. Either way a terribly sad outcome. I used to fly parachute ops in a C206. You are pretty heavy hauling bodies out if you have a load of fuel on and if something was to go wrong, speed decays very quickly. It sounds awfully like something has gone wrong with weight and balance and either a moving passenger or worse moving pilot would do it.

I don't think it is unique to Cessnas.

Keeping the tanks full applied to aircraft generally when all we used was Avgas. Particularly with the bladder tank types like Cessnas and yes it kept condensation to a minimum. Avgas does not go 'off' like ULP. However, i am led to believe (Vev could confirm this), that ULP will go 'off' at a slower rate if the container is full and sealed,kept out of sunlight and in a cool environment. Of course aircraft fuel tanks are NOT sealed, they have breathers and if the aircraft is not hangared, the tanks will not be cool. Possibly ULP in sealed containers will keep longer than in the aircraft fuel tank. Vev can you comment please.

Then you already have an RPL if you have a GFPT. You just need to do the Xcountry and CTA endorsements. You will be issued with an RPL when they withdraw the GFPT under the new licensing scheme.