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Thruster88

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Everything posted by Thruster88

  1. Thruster88
    A good ear at the engine breather, exhaust or intake will identify the source of a cylinder leak.
  2. Thruster88
    Most maintenance organisations will have a master orifice tool. This allows checking against a known leakage.
  3. Thruster88
    Reflexing the ailerons up should have minimal effect on the differential ratio. Any change in the differential ratio will depend on where the ratio is produced, at the bell crank or at the aileron connection. If the aileron pushrod connection and the aileron pivot are at 90° to the cord in the neutral position then no change to ratio. One advantage of reflexing ailerons up and maybe even reducing flap up reflex could be better stall behaviour. By reflexing only flaps up you are effectively reducing the wing wash out. I would seek the advice of the manufacturer.
  4. Thruster88
    I would not buy that. The second pressure gauge should have the same markings as the input pressure gauge. We dont use % in aviation, it is always just a number eg 65 over 80. Manufacturers will specify a minimum number. The one RFguy linked above is the one to get. It has two identical gauges and the correct orifice.
  5. Thruster88
    Those $35 ones on ebay are not worth considering. The gauge showing input pressure, usually 80psi and the gauge showing cylinder pressure must be the same type. We then get the reading 75 over 80 etc. I have yet to see a rotax 912 with less than 78/80.
  6. Thruster88
    New GME mt610g is about $340. If you ever need it a newer one would be nice.
  7. Thruster88
    Have a read of the casa Airworthiness Directives. All aircraft should now have inspection panels where required for things like the lift strut attachment etc. Yes you need to look inside the wings.
  8. Thruster88
    The AD linked by Onetrack above does not appear on the RAAus website, there are some listed. Bit piss poor RAAus, it should be all or nothing with a link perhaps https://www.casa.gov.au/search-centre/airworthiness-directives-aircraft-below-5700kg to the casa website. For people new to aviation it can be hard to understand how it all works. Do casa Airworthiness Directives apply to non VH aircraft?
  9. Thruster88
    In theory with the current system there is 100% separation between IFR and VFR aircraft with 50% separation between all VFR and 50% between all IFR aircraft. In practice the actual separation benefit is much less because aircraft spend time climbing and descending. They usually do this because of some attraction on the earth's surface like a runway. In the vicinity of the runway we all fly in the same place at the same altitude.
  10. Thruster88
    An ATR 72 captain's take on the report with systems explained.
  11. Thruster88
    Airborne edge 582.
  12. Thruster88
    Alternatively there may have been some tension in the cockpit, perhaps due to some cultural issue. We don't know which pilot called for the opposite runway after ATC had cleared them for a straight in approach, was it part of the test? The preliminary report gives no airspeed information. We know the aircraft was at 720 AGL when the propeller(s) were feathered. 60 seconds later when the aircraft stalled it was at 311 AGL and about 2000 metres from the runway.
  13. Thruster88
    Simple human errors. Feathered both propellers instead of lowering flap. https://www.flightradar24.com/blog/yeti-airlines-flight-691-preliminary-report-released/
  14. Thruster88
    The engine was supposed to be certified by now. It won't be a thing until Paul Bertorelli gives us a report having flown behind one.
  15. Thruster88
    One compromise with all sport aircraft is between speed and safety. Low frontal area dictates the pilot will be sitting on the floor, almost no energy absorbing space in the event of a big mush. You can appear fine externally and still be dead. Cessnas have nice tall energy absorbing seats but they are slow and boring. PP you should check out a glastar if you can, they have a steel frame around the cabin inside a composite skin.
  16. Thruster88
    Pic showing the wings level touchdown ground scar engines first.
  17. Thruster88
    Wouldn't this class of operation, RPT, always fly airspeed and approach or departure profiles to ensure single engine operation. I don't buy the, if the engine fails now we are doomed scenario.
  18. Thruster88
    Bit silly to do a city orbit in that case.
  19. Thruster88
    Flight simulator.
  20. Thruster88
    You could say jabiru want people to buy a new gen4 if they are no longer offering rebuild on the older engines. Keith W's friend would need to check price and availability on the long list of mandatory replacement items for the "top" overhaul plus the labour to dismantle, check and reassemble the engine. Add the small value of the old engine and compare the total with a new gen4. Cheapest is not always best in the long run.
  21. Thruster88
    If you download all the required maps and ERSA at home then no network access is required.
  22. Thruster88
    If it is a rotax, 503? with the factory recommended jets in the carburetor(s) then as a completely satisfied operator of rotax 377,503 and 582 engines for 38 years now just need RPM. Fuel pressure is next thing I would add.
  23. Thruster88
    I watched the same, skywagon university, a great YouTube channel. My baby Beechcraft 23 has the same system. It is just a spring inter connect between the rudder and aileron. To be honest I don't think about it while flying the mighty Musketeer. It is easy to over power if you want full rudder without any aileron input. The seats in the Musketeer have that same arm chair feel as the debonair very comfortable at a much lower speed, love it.
  24. Thruster88
    I have never experienced nosewheel shimmy in the RV, the break out force is 10kg at the axle. After a few hours you forget about the castoring nosewheel, it just works.
  25. Thruster88
    They might be pitching over with almost zero g as the load comes out.
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