Thruster88

GAMI say their unleaded G100ul fuel will work in all the current fleet and provide the same level of detonation protection. The problem will be lawyers. If a turbocharged Continental pops a cylinder off the block when running on a fuel the the engine was not originality certified for it will be open season for anyone in the firing line. The fact that these engines and other makes have had the same failure modes running on 100LL will be irrelevant in court.

The thing is students just need the basics in the beginning. There is enough to learn at the start without adding stalls, spins, spiral dives and inverted flight. If you learn the basic concepts correctly you will not be in a stall, spin, spiral dive or inverted flight unless that is what you intended.

Vne is the speed that must not be exceeded in smooth air with very minimal control inputs, it is 180knots for an RV6 and 150knots for a Beech 23. Va is max maneuvering speed, the speed at which full or abrupt control inputs can be made. There is no limit on multiple control inputs in the Beech 23 POH but common sense should prevail. It is only 118knots for the RV6 and the Beech23. This would suggest that the Beech 23 is just as strong as the RV6, not necessarily so because it is all about stall speed protection of the airframe and effectiveness of controls. The Beech has a higher stall speed. Know your aircraft, read the Pilots Operating Handbook or flight manual.

Ausfly 22 is on 15-17 September. Last held in 2019 due covid, was a raging drought with dust storms and a mega summer of bush fires to follow. This year it will be perfect with green grass everywhere. Narromine is a great spot with excellent facilities. Hope to see many of you there.

Final report from ATSB. https://www.atsb.gov.au/publications/investigation_reports/2021/aair/ao-2021-025/

I agree there is no risk involved in spinning certified aircraft when done by appropriately trained pilots. I have done spins. Chances of recovery from a spin in the circuit by a pilot that has had a few spin lessons would be almost zero? Let's face it no one accidentally spins in cruise flight. If the the spin training makes pilots more aware of the risks of stalling in the the circuit then yes there is some benefit. The same result could be achieved by all student pilots being made to watch 20 mins of stall spin crashes as part of their licence. Stall/ spinning to the ground = death

I make the comment above because going out and practicing spin recovery in any aircraft to make GA flying safer makes about as much sense as shutting down two engines in a RAAF 707. Learning spin recovery for your own personal reasons, I am ok with that.

Is not spinning the aircraft guaranteed to work every time?

A history article about Gordon Bedson and the Resurgam. https://meadowsfrisky.co.uk/pages/gordon-bedson-aviation

Ok if you can PM some pics or post them here I will decide if it is worth the effort. If there is someone closer who wants it that is ok as well.

If it was closer I would come and get it to preserve, a bit of early aussie ultralight history. Not sure if there is one in the Holbrook collection. I bought a set of plans from Gordon but never started the build.

Flutter is bad news. It is lucky you are still with us Facthunter. 🤔 The stabilator on Piper pa 28,32,34, Beech 23,24, Cessna 177, RV12 and others will most definitely flutter if the Vne is exceeded just like the V tail will come off the fork tailed doctor killer if the Vne is exceeded.

No, use the stick to get to best glide speed, start the turn if that what you decide, live with the stick force or trim if there is nothing better to do with your free hand. My RV runs out of trim with just me and full flaps, it is not a big deal to fly with some stick force.

Thanks Ian, we learn something new every day https://en.wikipedia.org/wiki/Gurney_flap

Pilots and unfortunately their passengers die attempting the impossible turn because they STALL THE AIRCRAFT. while it may not be possible to return to the runway in some aircraft in others it is a viable option. Pilots also stall aircraft flying straight ahead following engine failure Reading emergency engine failure check lists for light GA aircraft there is limited or no advice to maintain best glide speed. It should be every second item on the list and said out loud by student pilots. Example Engine failure on initial climb. Best glide speed Boost pump on Best glide speed Change tanks Best glide speed Carb heat on Best glide speed Mags left right both Best glide speed. Also if a second airspeed indicator stuck up out the top of dash in line of sight like a bogans tacho more people would be saved. Eyes out front and airspeed info at the same time yesssss. Perhaps a line on the airspeed indicator called the line of death would help. Airspeed is life.

Did anyone notice the trailing edge on the new to Van's all flying stabilator, looks bit unusual. A brave move considering the controversy when Cessna departed from their recipe and put one on the C177.

There is often more to aircraft maintenance engineering, AME, than just having tight nuts. https://www.kitplanes.com/the-case-of-the-missing-propeller/

The important lesson here is the aircraft dived back down because of an aerodynamic stall. The aircraft was capable of continuing safe flight after the engine failure (the stick controls airspeed not the engine) but the pilot became distracted by the engine failure and failed to fly the aircraft. Stalling even at very low height is nearly always fatal as seen in the Dale Snodgrass accident or our former member Ross Millard. Yes we should know human factors. For me the most important human factor is make airspeed number one in any type of emergency, passenger gets sick or sees something really interesting on the ground like a moose, engine goes bang etc. Don't stall the aircraft or fly in IMC or at night if not rated, that covers about 95% of fatalities.

Just on the old wives tale about air getting in the lifters, what happens to the air in a new oil filter?

It has flown again, well done to those that made it happen. https://fb.watch/eAOBzq7Yas/

Our very experienced CFI at cowra aero club has said to me in conversation that fuel gauges in aeroplanes are not there to show how much fuel you have, they are there to show how much fuel you don't have.

See my post above

When fitting an overhauled cylinder on a lycoming engine the hydraulic lifters are installed "dry" so the dry tappet clearance can be measured. The collapsed "dry" clearance must be between 30 and 80 thou. There are different length push rods to get this correct. After starting the engine said hydraulic lifters pump up with oil pressure. The rotax may be special and different but I doubt it. The biggest risk in relation to oil for the 912 is not air getting in the lifters, it is the fact that the engine must suck oil from the remote tank. If the oil pump loses prime doing this the engine will be xxxxed, the lifters will be fine, that should be the new wives tale.

I agree it is a good idea to keep the external oil lines full however all new Rotax 912 and those getting a five year rubber replacement are assembled with empty lines (have just done one). The lifter thing I think is an old wives tale, yes air could get in there but it will sort itself out. Yes follow the procedure to purge air out and get oil pressure before starting. The fact that oil remains in the external lines and cooler when changing oil shows that getting a maximum drain with hot oil is pointless.

With the 912 all the gunk gets returned to the tank and some will settle to the bottom. The top of the tank is removable if one is wanting to clean the bottom.