Thruster88

Space Man, the electric power steering only uses energy when it needs to produce some assistance. The open centre hydraulic power steering pump has to pump fluid continuously although not always at high pressure so there is always some energy used.

It looks like a CGI engine or has it been running on the dyno producing 160hp, is there a vid of that?

The price is about 75% of the genuine engine so not much of a saving, the hit on resale value of an aircraft with non genuine engine would be substantial. Used rotax engines are good value for buyers on a budget who are doing low hours per year.

OME, the ERSA shows Gilgandra council as the operator, has this recently changed?

If this link doesn't work just google casa part 61 license conversion. https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.casa.gov.au/recognition-and-transfer-car-5-qualifications-under-casr-part-61-and-casr-part-202261&ved=2ahUKEwjNtPnJ4OD3AhVeUWwGHbkTDbwQFnoECAYQAQ&usg=AOvVaw01mPpkOuuIh8u5XIBl5eLJ Once you have your part 61 license and medical it will just be a comprehensive aeroplane flight review AFR and you will be good to go. Welcome back.

Turbo, if I fly to Mildura, a certified public airport with no PPR and have read the ERSA as required I don't believe I have entered into a contract. The local traffic regulations section has nothing about additional radio calls.

The one vid I have seen he said "descending 500 feet per minute" so some training or a very good reader. When I was sixteen with no flying training I believe I could have landed that cessna just from the extensive reading I had done. Successfully taught myself to fly age 21 with zero help and zero issues. The good old days.😎

He did well, airspeed increased after the engine failed. Not sure it was carb ice, don't think it comes on that suddenly. Cessna piper beech and others must have it wrong with their identical carb heat systems that use hot air in to the carb rather than an electric heater. His other vid showing the internally cut fuel line is interesting. This type of thing can happen with limited mechanical experience and ageing eyesight.

I would like to use some 98 in my two Lycoming powered aircraft however there is no STC available. Yes for the engines but not the airframe. Not worth the risk of legal ramifications so will be sticking with avgas until there is an alternative.

Garfly came and stayed with us on the weekend, I had not met him before but since he is an aviator I figured he must be a decent fellow. Enjoyed his company very much. We naturally had to go for a fly in the thruster.

Gami, the people that make fuel injection nozzles for Continental and lycoming have developed and tested a lead free fuel suitable for the entire piston engine GA fleet. Just waiting on government approval so that could take ten years or more. I think most owners will be happy to pay a little more for a cleaner fuel.

Without manifold pressure this discussion is meaningless. 5400 wot at sea level is not the same as 5400 wot at 5500 feet. Service letter SL-912-016 provides information on how rotax would like the engine to be operated. 75% cruise power is 5000rpm and 26in MP.

I am firmly in the Dan Gryder camp, prevention (fly correct airspeed) is better than a cure (trained in spin recovery) that may not work due altitude. If we spent as much time and training recognizing distractions (gear not retracting etc) as we do on practising international stalls things may get better. I have recovered from many spins and enjoy stalling.

This forecast rain is a bit of a worry, hopefully drainage is good and we get a few dry weeks after

All my '63 Musketeer has is a line in the POH that states cooling has been demonstrated for a 106°F day. Seems to be working just fine so far.🤔🤗🤗

I guess we should add red tailed hawks to the list of distractions.

More trouble for Boeing with the 777🙄🙄

Only thirty yes just 30 people responded to the recent Cessna SIDS survey. Good news is it has been signed off, no more sids for private and air work ops.

The requirement for spin training went away some time before I got my PPL in 1994. From reading historical ATSB accident investigations https://www.atsb.gov.au/publications/safety-investigation-reports.aspx?mode=Aviation&sort=OccurrenceReleaseDate&sortDecending=decending&printAll=true It would seem like the stall spin training was of little use in preventing this type of accident. I don't believe airline pilots do stalls or spins even in the simulator, they just fly correct airspeed.

From my reading of accident reports, the accelerated stalls nearly always involve some type of hooning. The big pull following the low pass of a friends house etc. Not sure we can help that type of pilot. Fortunately this type of stall spin is not so common.

Interesting reviewing this April 2020 thread in regards to what people thought would happen with aircraft sales numbers and prices due to covid. We now know the market did not get flooded with distressed sales and prices of good used aircraft have risen significantly since then, also Jackc did not end up in jail😂.

There is probably more value in watching a few videos like this than going out and practicing stalls. General aviation will still be doing this in 20 years time unlike the airlines that learn from mistakes and implement changes.

The problem is the difference between an intentional stall which we can all do, versus an unintended stall occurring while the pilot is distracted by a moose, engine failure, rising terrain, sick passenger or some other issue. As flywires vid shows the time from stall to wing drop and rotation is not long more so in high performance aircraft, a distracted pilot could be a quarter turn into a spin before the shock/denial is overcome and a recovery is initiated. The only sure way to avoid dying in a stall spin "accident" is fly correct airspeed. We learn the aviate, navigate, communicate order of priority in any stressful situation, the most important aspect of aviate is airspeed.

RFguy is joining me, could not ask for a better copilot. See you all there.

The clay pans I am familiar with in western nsw remain quite hard even when very wet. They don't have vegetation on them because water will not soak in so the soil is quickly to dry for plants to survive. Have had lots of fun drifting vehicles on wet clay pans even before drifting was invented.