Thruster88

Based on my experience with the RV described above, the sensor is not likely to be at fault. My aircraft also has two tanks. There are three possible causes. 1 the mechanical engine fuel pump is faulty. (my case) 2 Air is able to enter the fuel system before the mechanical engine pump. (unlikely) 3 There is a restriction in the fuel system before the mechanical engine pump. This could take the form of a hose kink, faulty fuel selector, internal hose collapse or just excessively strong springs in the boost pump valves. At low flow on the ground (0.1 LPM?) this will not a problem. When you give it the beans on takeoff and climb, the fuel flow rate jumps to 27lph. Any restrictions, faults, would become evident however with the boost pump on ( assume it is mounted close to the tanks) faults will be masked until switching it off. Have just read your test flight report today. Suggest you switch off boost pump at 100% power, safe altitude, to ensure engine pump can supply correctly.

I had an almost identical situation with my new to me RV6a a few years ago with low 1 psi on just the mechanical pump. I talked with the previous owner and was told it has always been like this. A few months later on a takeoff there was an alarm in the headset, had that boost pump that I had forgotten, on in about 1 nanosecond, yes I am a bad pilot. So I decided to change the lycoming mechanical engine driven fuel pump, only $650. Problem solved. Disassembled old pump, could not see any defects with valves or diaphragm. It is a mystery. Works correctly now.

This crash, without knowing the cause, is a black mark on experimental aircraft. The media reported it correctly as an Experimental, a home built aircraft. There is a lot of freedom in the experimental world. My experimental RV6a was built with all the same components and systems you would find in a FAR23 certified aircraft, I have total confidence in it.

ATSB investigating because it is Cessna 210, most likely a charter. Description seems to indicate an in flight structural failure.

A generic 3 bolt slot puller will work. I fabricated one a long time ago from 12mm plate with an M14 forcing bolt. Be careful not to screw the three M8 bolts to far into the flywheel or coil damage will result.

Have watched the second video in the series Not impressed. This video flip flopped around like a dying fish for 27 minutes. Flying correct airspeed in the circuit was never mentioned. Low airspeed is now called low energy apparently. A student or nervous pilot might be turned off flying after watching this. There was one decent bit from 18.5 minutes to 20.0

A simple jiggler siphon is what I use. Cheap and it always works. I don't use funnel filters on my aircraft, cars or farm machinery, I like simple. You could cable tie stainless filter mesh over the inlet of the jiggler if that is a concern. One hand touching the wing at filler holding hose, other touching Jerry can will take care of any static electricity.

Would like to try that. With a decent cross wind you could drift your tail dragger all the way instead of ground looping.

So there was no problem with doing the installation yourself? I was under the impression that a quote for installation was required. Have been thinking of the same package for the RV6a, get rid of old AH,DG, vac pump and mode C transponder, would save some wieght.

How low do you go

I would add the risks involved in widespread teaching of low level flying would outweigh any benefits.

Totally agree Nev, I have over 500 hours flying low level, started before the endorsement became a thing. Only ever did it on my and friends farms that I knew very well. Don't do it now because of the risks. It is fun and really hones one skills having that ground reference.

The "don't lose control of the aircraft " (maintain sufficient airspeed) is the number one thing.

It is not to gain altitude, that doesn't happen although an increased climb gradient will result. My comment was based on the assumption that both aircraft took off on 04 with the wind SE and turned left one normally and the accident aircraft very low. If flying an aircraft you had little confidence in you would be thinking of maximizing your chances if a forced landing was required by flying straight or turning right in to the very strong wind until gaining sufficient altitude to allow manoeuvring. .

I totally agree the aircraft doesn't care about turning down wind. There is no such thing as the down wind turn stall, Aircraft can turn down wind with total safety. What does matter is flying down wind in dodgy aircraft in strong wind with insufficient altitude to get the aircraft turned back into wind for a landing following loss of thrust. PS the down wind turn is a myth. Hope this is clear enough.

From the information we have there may be similarities with this accident. https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-112 Mechanical turbulence, stress etc. As Poteroo said, it would have been prudent to keep the nose pointing into wind while climbing to an altitude that would have allowed for a turn back into wind in the event of an engine failure. With a 20knot wind we have the choice of landing that aircraft at 25 or 65 knots of ground speed. There is 7 times the energy in the down wind landing option, not good.

That is something only the PIC pilot in command can decide.

As a farmer who watches weather especially leading up to harvest, it varies quite a bit. Right now you could go in a Thruster no worries, decent tail wind to boot. If in doubt Glasair III my friend.

The wind is not a mystery now days, WINDY, that's an app for smart phones, predicts it with remarkable accuracy days in advance.

Within RAAus if you own the aircraft which is not used in a flying school and you have an L1 certificate then you can maintain the aircraft. If the aircraft is used in a school then only an L2 can maintain.

Production has ended

I think it may have been the last one built.

Hi Jack, I am using multi focal glasses now, my distance vision only needs minor correction and they are less distracting than reading glasses when looking in, out of the aircraft. Flying to farm type air strips can be a challenge, I don't think binoculars will help. Prior Preparation Prevents Poor Performance. I use six maps in NSW to have a good look before the mission. Can measure strip length and distance to some visible reference. Check terrain and power lines etc. Fly higher, it is easier to find a strip from 2500agl than 500agl. Have been to this strip a few times, the shape of the paddock will not change and the land use will nearly always make it stand out. As you can see on the satellite image the strip is not that visible at times.

2RS means it has rubber seals both sides. Z is the steel shield type, those are not completely sealed