Thruster88

Flew the RV rocket ship after a six week break from flying. Perfect spring day in the central west nsw. Crops looking good. Bush barbecue for lunch, no wind, views to Mt Canobolas, it doesn't get much better.

3 hours ago, RFguy said:

How about gearbox compatibility ?

 

Given the higher rpm of the etec compared to a 582 load factor on gearbox is about 1.6 higher than stock 582. C or E box would be ok at reduced tbo, my opinion.  

The Rotax E-tec 2 strokes are used in snowmobiles, they get close to 4 stroke fuel efficiency and electronic control means egt is correct so happy pistons. The is even a turbocharged version with 180 hp.

915 is fuel injected, 914 blow through carbs work, just like the oil return system😉

15 hours ago, DYEATON said:

What are some good water cooled engines to replace the rotax 503, that are not much heavier?

The only one out there right now is a used Rotax 582, most users of Rotax 503 in Australia have made the switch over the last 20 years. This thruster which flew at Oshkosh in 1988, started life with a Rotax 503.

Would love to get my hands on an 850 etec for the thruster, would be epic.

1 hour ago, skippydiesel said:

For sure. Thanks for that.

 

Nice to see that Robins record still stands - wonder where the Risen record is?? 😜

Robin's records while very impressive are wind assisted. Risen claim a record on their site, aircraft is in a different class with the kick arse 915turbo and retractable gear.

I would think pitching to convert airspeed into short term obstacle clearing height gain would be just as effective as using flap, maybe more so? If we are concerned about obstacle clearance we would be climbing at best angle of climb speed Vx, normally about 1.3 times clean stall speed.

30mm x 312.4kg = 3750mm x 2.499kg 

You may not need the 2.5kg in the tail. Adding pilot, passenger,  baggage and maybe fuel will move the of G rearward. You need to do wieght and balance from your POH using your "new" empty wieght and moment arm.

One way this and other tricky jobs on aircraft can be done is with lock wire. Open the clamp in a vise, lock wire open, slide into position, cut lock wire. Workes on P clamps as well.

1 hour ago, Lucky01 said:

760kg's still a pipedream? 

 

I thought with the articles they run they were close.

 

Mosaic will set the groundwork....

I have not received the latest email. Link?

Mosaic (USA) will just be a distraction locally (Australia)  from the question, can you fly a Cessna 152 with out a medical.  

The freedom formation, a team of 12 Van's aircraft plus the leader in a Yak, appeared in my Facebook feed some months ago.

They did a practice at Cowra so I got to see their routine a few times, very impressive. They are performing at the Pacific Airshow on the gold coast this weekend. Recently they have profiled the pilots, all just normal guys who were introduced to the RV aircraft. One such story.   

WITH JUST 3 DAYS TO GO IN... - Freedom Formation Display Team

WWW.FACEBOOK.COM

---

WITH JUST 3 DAYS TO GO IN THE COUNTDOWN TO THE PACIFIC AIRSHOW GOLD COAST, Freedom Formation Wingman Profile #3 is OLLIE GERAGHTY. Irish to the core and...

How flaps work

Same emergency system, manual hydraulic valve releases pressure to allow the gear to fall aided by springs.

Given the amount of flap it is most likely a messed up go round.

Seen at Oshkosh 23. At least someone is getting use from their ex aussie PC-9.

Good article. I have been lucky enough to see this amazing aircraft flying while visiting Moruya.  

I meant the original builder installed them in 1998, they work very well after all that time. The vertical marine types look good, quality of manufacturer may be a bit unknown.

A vid from our local CFI why aircraft have fuel gauges. 

I did not install the old school float and variable resistance senders in my RV. They work very well. Due to the shape of wing tanks they only show 45L per side of the 70l tank when full, once 25l is burned off they show litres remaining very accurately. They are connected to one of these gauges.  

Not having a go at you Kevin, this is obviously the other pilots perspective as to what happened. I think one problem in circuit work is forming a good understanding of exactly where other aircraft are from radio communications. 

 STATUS: UNDER REVIEW. OCCURRENCE DETAILS SUBMITTED TO RAAUS: Whilst downwind on with a student, a call was heard from another aircraft (returning from a flight and inbound from the north I heard the inbound call from him and notified our location in the circuit.) notified overhead the field with intention to join " midfield downwind", we notified our position on downwind and requested position of the joining aircraft and to confirm they were number two in the circuit and requested confirmation they had us visual. He said he did not have visual, at which I gave my location downwind turning base, there was no reply, we had just turned base leg and across from our left shot the joining aircraft at which I transmitted "you have just flown past us and you have crossed out path". There was a pause and a response by the pilot of the joining aircraft acknowledging my transmission. We continued on our descent and landed. They landed shortly after.

15 hours ago, Flying_higher said:

Taking a look at their fees, those rego fees aren’t right anyway. They are for initial rego, not renewal. 

You are right, it is only $710 for a single and a two seat thruster per annum. I feel better now. 

9 hours ago, kgwilson said:

I just paid my annual membership & it is $285.00. Part of this is the $20,000,000.00 public liability insurance you get along with $250,000.00 for your passenger. Try taking this out as an individual and the cost is likely to be $1,000,00 to $1,300.00. We have to take out 20 mil PL insurance for our aerodrome & 10 mil for each hangar and the annual cost is $515.00 per hangar owner.

Lucky you got in before the latest price rise. 

Annually now for me with a single seat and a two seat thruster is $889.  Getting up there.

Membership           $325

Single seat aircraft $215

Two seat aircraft    $349

I don't see what the on going cost is to RAAus with aircraft. The "insurance" is on the pilot member not the aircraft.  

4 hours ago, facthunter said:

Pressure in the Carb bowl has to be considered as any bubbles there can make the float(S) sink and the carby flood. You get bubbles just like when you pop a champagne cork. That lowers the density of the liquid the floats displace.  Injection anyone??  Nev

I am guessing slightly more than half the light aircraft fleet powered by lycoming and Continental engines have carburetors.  Cessna 150 to 182, Piper Cubs, PA-28 fixed gear plus lots of others. They fly alot of hours every day out of capital city airports, carburetor faults showing up in ATSB investigation?  Not happening.