Thruster88

Propellers on GA aircraft are nearly always made of metal so no problem. Rain will strip paint from the leading edge fairly quickly.

That POH looks like the Australianized (and more shit) version of what the manufacturer would have provided. When I bought my Beech23 in 1996 it came with the legal "Australian" POH and the beautiful manufacturer POH. Some time later.... we were able to APPLY to casa to use the manufacturer version of the POH. I kid you not. Weight and balance. Upon acquiring my trusty Beech23 in '96 I did all the possible weight and balance scenarios as others above have mentioned. Max 140lb in the baggage and just skinny me with full and low fuel, no problem. Load from the front and don't exceed to 400kg useful load no problem. I have not done a weight and balance since then. Know your aircraft.

At work to isolate a cylinder ignition problems on Lycons a spray of paint on the exhaust headers 5 cm from the head, run engine in defect mode, left or right mag etc . Have someone watch the paint start to burn off. Stop engine,the defective cylinder should be obvious as less burned, colder.

Interesting that the super connie had power recovery turbines helping drive the crankshaft. In 1953, R-3350 Turbo-compounds were made available for civil use. Lockheed incorporated them into the L-1049C, which first flew on February 17 of that year. The R-3350-972-TC18DA-1 turbo-compound engines on the L-1049C had a new turbine system, the Power Recovery Turbines (PRT). Each engine's exhaust gas flowed through three turbines, increasing power by 550 hp (410 kW).

These guys have a turbocharged 2stroke. https://www.rotax.com/en/products/rotax-powertrains/details/rotax-850-e-tec-turbo.html

My guess is the air doesn't go into the crank case like a regular 2 stroke so it needs an external air pump at all times. Super charged for starting, turbo for altitude performance. Super chargers sap horsepower so that needs to be kept to the minimum required.

I really like 2 stroke engines. It might be a turn off for some potential buyers.

Mooney's are fast for their 180 or 200hp engines. An RV with the same engine is significantly faster, back seat, who needs that. Lancair 360 with 180hp even faster. The fixed gear RV is hard to beat. Van's total performance.

Beavers have three tanks in the floor. The selector has only four positions, front, centre, rear and off. Such a fuel selector would be perfect for your three tank aircraft. No external filler on one tank? Why?

The gear warning must not have been working or was incorrectly adjusted.

If I understand correctly your current fuel selector allows the option of selecting both wing tanks. This is not acceptable in a low wing aircraft. It only works correctly in high wing (cessna) aircraft. In a low wing aircraft air will enter the system from an empty tank regardless of the other tanks contents if both was selected. Piper, Beech, Van's RV aircraft never have the both option, only left or right or off.

Bit of a long video Skippy, perhaps you could summarise. I did see the bit when the engine was running rough over the mountain, no mention of fuel pressure or auxiliary pump operation which seemed a bit strange to me.

Yes, all good thanks

This page is now smaller, the what's new page is now to large for the screen on a Samsung s3 in landscape.

Farming, Fishing and Mining are eligible to claim back the fuel excise. Seems reasonable since that tax is supposed to be only used for roadworks. Avgas and Jet-A have a very low excise. Excise duty rates for fuel and petroleum products WWW.ATO.GOV.AU Fuel and petroleum products and the excise duty rates that apply to them.

I see the aussie Sling agent has registered the first sling tsi high wing in Australia and it has a 916 engine. Similar or better performance and useful load as the current model C182.

Not as close as this. It did fly away.

The biggest competitor to the 170D are the low hour, always hangared, as new used 170's. There is one for sale now, about 400 hours for $70k. Hard to compete with that.

I am not sure how you have advertised the event, nothing has come up on my Facebook feed. A Facebook search reveals one post from the mountain veiw motel, not many people would follow them. I only know the event is on from this forum. I have a prior commitment that weekend.

That would have been a 8v92T, the T means it was turbocharged into the gear driven super charger. Interestingly the tsi has returned 20-30 years later in some VW and other small capacity, 1.4l engines. There is nothing new.

Humans are intelligent and ingenious, all the possible internal combustion configurations have been thought of. The 4 stroke piston engine will not be dethroned by any other ic engine. We had a GM 8v71 at the old farm, just because it was a cheap option to re power an old earth mover. Ultimately the market removed that engine from use in new equipment.

No they are single flare. There is a backing part that is inside the nut. The nut should turn on that piece so the pipe flare is just being clamped.

Every Cessna, Piper and Beechcraft has it in their fuel system. There is also one aluminium flared pipe attached to each cylinder head on every Lycoming engines as the oil return line, doesn't get much harsher in terms of vibration. They have been doing this for at least 60 years now.

250k over 1200 = 1 in 208 before insurance co profit. Is your chance of death while flying really that high per year? My rough analysis suggests it is closer to 1 in 2000 (for active RAAus pilots), still alarmingly high. If you have aviation disease, and it seems like you might, you will not give up flying. Can't get insurance so what to do. The only way forward is to manage your own risk. I have studied light GA aircraft accidents long before I learned to fly 38 years ago age 21. If you avoid the big three, stalling in any phase of flight including after engine failure, VFR in to IMC, ie flying in cloud while not rated for it and low level beat up you will improve your risk of not dying in an aircraft accident to very near 100%. Treat each flight as a mission and plan accordingly. Think what is going to happen in the next five minutes of this flight as you fly.

From the news video and incident report it sounds like a messed up go round, aerodynamic stall, wing drop, cart wheel. Stalling, from any height, is and always has been the number one way light aircraft crash. How do we fix this? Airline pilots never stall their aircraft, should us simple flyers try to emulate them? No disrespect is intended to any pilot. 3/5/2023 Armidale Airport NSW Morgan Aeroworks Cougar Viking Aircraft HF-110 STATUS: Under review OCCURRENCE DETAILS SUBMITTED TO RAAUS: During landing there was a gust of wi... STATUS: Under review OCCURRENCE DETAILS SUBMITTED TO RAAUS: During landing there was a gust of wind. Aircraft powered up and subsequently impacted terrain.