Thruster88

Costs, $, weight and drag would be far greater than any benefit as I see it. Going up a tyre size would be better in the rough.

Top selling piston aircraft for about the last 20 years. They must be doing something right.

I am guessing they are 5.00x5. For an RV (750kg MTOW) with that size 25-35 is recommended. For 600kg MTOW 25 will give good shock absorption without risk of tyre failure. 35 will give longer time between inflation, TBI.😄

There are 4 152 aircraft for sale on planes sales Australia atm. 38,60,63 and $68k. TBO on the lycoming 0-235 is 2400 hours, the cheap one is on condition at 3214 hours since overhaul. Great engine. https://www.planesales.com.au/search?makeId=21&modelId=442&dealer=true&private=true&productType=1&

I like your channel very much. Today I removed a buckled firewall from a 182. Plenty of fun work to go on that one....

A Van's RV6 has total performance and according to Van's specs stalls at 43knots. Very good but not cheap.

Yes required, if done in a 337 it will be limited to centre line thrust only.

2mm is the standard thickness. Need a 1200x1800 sheet of lexan or similar brand name. Can be found on ebay. 2mm can be rolled up so freight is not a problem if you live remotely.

I would just get a wider axle made in steel, safety first. Make sure the through bolt threads end outside the fork, use a few washers each side.

I think it just means it doesn't have a current maintenance release. Parachute could be time expired also.

You would be going right past me, drop in and I will take you for a fly as well. Will send PM.

I often look out at the wings while flying and have never noticed any sign of deformation. In examples with slack skins putting more curve in the lower battons might help a little, there would be no magic, there never is in aircraft.

My Thruster t500 is completely stock except for the 582 upgrade over the 503 it left the factory with. It will do 64knots GPS along the runway at 50 feet in calm conditions 100% power. To get 73knots would be a stretch in my opinion. In straight and level flight the elevator is neutral, changing the angle of incidence would upset that and add drag. I reckon Steve Cohen knew what he was doing, it wasn't his first rodeo.

I am not so sure,if there is no supply for some time new buyers will have to look at good used ones. I think the same is happening with Van's RV series because of the very long delivery times for new kits and engines. Steady appreciation in prices for good aircraft is what I am seeing.

Power should come from the master to a push button or key type start switch which then momentarily powers the start solenoid coil (small terminal). Master off no start. Solenoid is between battery and starter, heavy wire.

Well done student pilot. It would have taken a serious lack of maintenance for this to happen. This is how some Airworthiness Directives come about, things that should have been fixed with normal maintenance. I have installed Beaver elevators. He did only lose one elevator, no biggie 😂

What caused the aircraft to only have one wheel🤔

I have never noticed any lack of elevator authority in Thrusters. The best climb speed around 45knots is only about 13knots above stall at MTOW, without pilot input that speed will go away very very quickly with loss of thrust. An experienced thruster pilot will be pushing nose down if the engine changes note on climb out. There is no time to be looking at the tachometer or other gauges. As Don said a higher initial climb speed increases safety.

The structural integrity, flying qualities, reliable engines and LAME maintenance means a good 45year old C150/152 is worth 40-80k aussie dollars today. They first flew 64 years ago. Fifth most produced aircraft.

I would like to think I could be as cool as that pilot. He probably had the approach under control with plenty of speed and use of the powerful flaps when the landing was assured.

1536 hours, think of the money they saved on 100 hour inspections.

If you use your feet to stop the nose going left or right while stalling the aircraft cannot spin. Tail dragger pilots do this subconsciously.

Thanks for sharing.

Yes is the simple answer, the more expensive but ultimately cheap answer is the original engine made a lot of metal and should have been overhauled rather than patched up. It is lucky the airframe was not lost as well.

The occasional failures of indicator systems can sometimes lead pilots to not believe. https://www.atsb.gov.au/publications/investigation_reports/2012/aair/ao-2012-154/