Yenn

Nobody seems to have answered your question, but you have plenty of alternative info. The movement depends upon your engine mounts. I would suggest that you loosen the mounts slightly, then move the engine around by hand to get some numbers to start with. You could then set up a jig frame to suit those numbers and check starting and shutting down to see if there is any interference. That way you may get close to the real numbers you are looking for.

I didn't look at the video above but it reminded me of when the RAAF did an approach into Gladstone, I saw them wheels down and flaps out and it looked as if the were landing. the airport operator was just about having kittens and then at about 50' they applied full power and went around, directly over the city council office, where a friend of mine worked as a draughtsman. He later told me his brother was one of the crew and they just wanted to say Hullo.

Surely if you land with extra speed to allow the nose to come up, you are not landing, you are practically taking off. You need the nose up to get the speed down, not speed up to get the nose up.

I don't have a low level indorsement, but I did low flying as part of my PPL training. The big advantage is that it should teach you to understand what is happening when the wind is affecting you close to the ground. Your eyes will tell you one thing, the seat of your pants another and the balance ball will indicate what is really happening. I don't know what RAAus training includes, but it must be a plus for the pilot.

The reason the ASI does not give an accurate figure at low speeds is usually because of the angle of the pitot head to airflow. Back to the old AOA story. You could make it more accurate at low sped by tipping the forward end down a bit, but then high speed would be reading slow.

My beef was about the Higgs engine being called a compression ignition engine. If it needs spark plugs to ignite the fuel it is not compression ignition. The use of the term "Diesel" relating really means an engine running on the design of Diesel, the German engineer who built the original compression ignitiion engines.

I do not have an old C150 POH, but I do have a note book with info taken from all over the place and included in that is notes on the C150. Approach full flap 50kts. Overshoot Full flap 50kts, best rate of climb 60kts. I remember in training that one day I forgot to lift the flaps. This resulted in me pushing the nose down lower and lower in an effort to increase speed. I was not climbing and then I looked round ans saw the barn door hanging there, so up with flaps and keep pulling the nose up as the sped increased. It had me worried for a few moments.

I see today that there is a new range of engines in the December Kitplanes edition. They have a write up about Higgs engines, which seem to be too good to be true. The lowest HP model is FL 150J/G, which is an inverted Vee, geared engine HP at rpm, priced at US$25000. It is supposedly compression ignition, but has spark plugs. It is a bit vague about whther it is two or four stroke, but it runs onJet A fuel. No valves. I am always wondering about these wonderful engines, buut specially so when compression ignition requires spark plugs.

I can't see where kgwilson said anything and also I can't see where anyone has translated what was written into understandable English. We have governments which seem to rely on obfuscation to attack us.

I got the following as part of an email about Airservices proposal to change class E boundaries.. "As a direct result of industry consultation, we continue to refine the proposal to enhance safety outcomes while balancing airspace access and equity for all airspace users. We have been focusing on clarifying the case for change in leveraging surveillance technology to reduce reliance on visual sighting of aircraft and pilot self-separation, particularly in airspace of increased risk profile". I wonder what they are really trying to say and are they trying to be informative or just trying to pull the wool over our eyes. If I read it carefully I come away thinking they may be trying to tell us something, but they don't have any idea of how to communicate. Can anyone here explain in English what they are trying to say?

Side slipping comes into its own in a plane without flaps. How do you control your descent rate with power off? If yo want to be ready for an engine failure with an un flapped plane you will be well advised to use a sideslip. It also has the benefit that if you just let go all control inputs, your speed will increase and your drag decrease allowing you to flatten the descent.

Manual flaps are simpler and give you feel, but you still need to know exactly what to do and when. It is all part of flying, or do you want it all automated in a similar way to an airbus. I cannot see that happening in a Thruster. My RV4 was so heavy to apply flaps at the top end of the allowable speed scale that I had to use two hands sometimes, that made it interesting and in a go round if I didn't get them up quite quickly enough I had to haul the nose up to slow down and reduce the pressure, or just climb away with full flap.

Just think back to when ADSB was first introduced to us. It was going to make life easier for airservices because they could drop the VORs and other radio aids that consumed a lot of maintenance money. The government was going to use that saved money to help pay for the fitting of ADSB to aircraft. That would be a win win situation, nobody much out of pocket, but then government thought they would have both the wins and let the owners of aircraft foot the bill. Now as a taxpayer I think that was the correct thing to do and as an owner, it was just a hypocritical stuff up. Do you really think the government is going to subsidize the fitting of ADSB? Do you believe in Santa Claws.

I have always found the calls require to make sense and it pays to make less calls and look out better. What is annoying me now is that when Airservices were told of our airstrip they decided to rename it. The correct name according to Airservices is Iveragh. On the map it is adjacent to a spot called Rods bay and the YIVG is further away from the location than Rods Bay. Now according to Airervices the rename was to bring it into compliance with ICAO, but then they explain that it doesn't comply with ICAO. Now I have to listen to at least 3 different pronunciations of Iveragh and people still calling it Rods Bay. We are right at the edge of Gladstone 118.8, but use 126.7 and then area frequency 119.55. We really need to listen to all 3 to know what is around and of course the choppers dash about everywhere with no calls at all on any frequency.

You said it went in for the annual. It appears that the airspeed indications were different after the annual. If there was any problem with the ASI or its plumbing the LAME should have found that during the annual. I assume it is a Murphy Rebel which is I think too heavy for RAAus so you are stuck with LAME maintenance, unless you can do your own legally. I just wonder how good your LAME is, have you given him all the info you have given us?

As kgwilson says treat the so called engine experts as you would treat any purveyor if info. it is worth what you pay for it. There have been some problems with Jab engines, but it has been blown out of all proportion, A lot of us keep flying them with no worries. As far as the Jab airframe goes it can absorb a ton of abuse and still go well. It is also relatively easy to fix problems but best of all it is a very safe airframe and has a good record of keeping pilots alive. It also seems to have less problems with nosewheels collapsing, compared to some of the Rotax powered ultralights. The ability to fly at any time and do your own maintenance is well worth having. Those who mention C150s don't memtion that all the maintenance has to be done by a LAME at vast expense, except for the miniscule number on the RAAus register.

How do the military have choices, when the decisions are made by the government?

I do not understand what you re saying that it felt as if you were flying with rudder in to fly straight. A glance at the ball should be all that is needed. Did you have to fly with rudder to fly straight? When the ailerons are equally placed the stick could be off its centre position, but that doesn't really matter unless it is way off. Are the ailerons even? You can usually check to see if they both align with the wing tip or the root end of the wing. The airspeed problem does seem to indicate a leak somewhere. I wouldn't advise blowing into the pitot, unless you want to risk damaging it. A better way to check is to get a plastic tube that snugly fits the pitot head. Attach it to the pitot, block the other end to prevent an air leak, then gradually roll it up to increase the air pressure. This should show a gradually increasing air speed and if it increases, but then subsides you have a leak. If it doesn't increase you have a big leak. Obviously you flew on attitude to get home and that proves the old saying that attitude is everything. If you feel happy enough to fly again, take it up to a safe height and check how it feels at several speeds as you approach the stall, but I suggest you check for a pitot leak first.

As Yampy has said the whole problem is not with the supplier, it is with the buyer, ie the Aussie government. First the submarines, now the helicopters. I see the latest is that one of the top defence chiefs wants to build a conventional submarine to tide us over until the nuclear powered version is available. Isn't that what we were doing with the French sub?

We cannot blame CASA for the ASIC. It is not in their domain although they stipulate you need an ASIC or another card whose name I have forgotten to use your PPL

I love the way experts promote the stick as controlling angle of attack. It may be correct, but how can the pilot see angle of attack? I have been flying for over half a century and I still cannot see angle of attack, it is purely a theoretical thing. I can see attitude, plus I can see airspeed, because there is a gauge to tell me what it is, The nearest I can come to seeing angle of attack is to feel it in the pressure on the stick and of course that can be changed by the trim applied. Yes I know you can have an A o A gauge, but you have to set it up before it is of any use and in my years of flying I have only ever seen one and that was a self made one using if I remember correctly an old VSI.

You don't seem to realize that Australia is governed by the bureaucracy. It doesn't matter that things are stupid, don't work and are counter productive, what matters is that the bureaucracy has control. normally you would think that the bureaucracy was under some sort of control by the government, but that is not the case. Ask your federal MP to do something and he will come back with some lame excuse that there is nothing that can be done. The politicians don't care because if they need an ASIC, they will get it from government coffers with no problems. They will not look into why we need an ASIC or whether it is of any use or not, because that would deter them from feathering their nest and getting re elected. Wherever you look you will see absolutely stupid things done by bureaucrats for no good reason and they will always make up some ridiculous reason for their case. Such as it is being done to comply with ICAO requirements, followed by a load of rubbish and at the end in small print it will state that it does not comply with ICAO or whatever they are citeing.

What is the problem with flying hemispherical. It only applies to cruising, so if you are heading West you can climb through 3500' with no problems and likewise when descending. In the old days we had four quadrants and had to share with IFR.

Whenever I drive I look at the road as if I was going to use it for a forced landing, and there are not many suitable roads. If you are going to use a road watch for power poles and dropdown between them to miss the crossing wires. I did once have a partial engine failure with a Thruster and put it down in a paddock adjacent to the Bruce Hwy. The property owner told me the paddock was full of melon holes, but I didn't see them and luckily missed them. I fixed the broken fuel pipe and took of an hour later, but by then I had checked the ground run. Not easy to put a Thruster on the hwy. because it is going slower than the trucks.

I went to India in 1984 and saw the Taj Mahal by moonlight, except that I didn't really see it due to the airborn pollution. That pollution was not caused by coal, but by the burning of cow dung by every family in India.