Thruster88

Agree, my beech/lycoming 0-320 burns 29 lph @65% power = 104hp. Rotax 912 @100% power = 100hp burns 27.5lph according to rotax graph. That is not even a bees dick of difference. The airframe consumes the energy. Rotax is economical because they are in small light aircraft.

In the part 23 certified world there have been propellers that were in wide spread use that have since had AD or Airworthiness Directives applied to them removing them from the fleet after a very small number of failures. As we have discussed Glen things don't always work this way in the LSA world. Some engine/propeller combinations are not agreeable with each other. If the prop did in fact fail in this case will we even get to read about that?

Checking out my canola harvest. Feel very fortunate to have only lost about 25% of the area to excessive wet. No bogged headers, chaser bins or trucks, it's a miracle.

The Piper pa32 with the unique up draft cooling. Note the baffles behind the engine at the bottom. Also has exhaust on top of cylinders. Probably just makes it a pita to work on.

The Piper pa32 Saratoga sp turbo is the only piston aircraft that has a non traditional in the front and out the bottom flow that I can think of. Have not seen inside the cowl. Are engineers just lazy or is the traditional way the best?

That would seem the most likely scenario. It is unlikely the blades sheared off completely with the engine at idle on the landing roll.

We should not be distracted by the kangaroos, the real story is what happened to the propeller.

They have kangaroos in Canberra so they can't be that fussy.😂

I was thinking the propeller blades sheared of in the landing. Reading the report about increasing vibration perhaps they went fa coffee.

It is in the RAAus data base, the pilot no doubt submitted a factual report, we just have to wait for that report to go thru the head office rewrite using non aviation language so we can guess as to what happened 😁😂🤔😎😥🙄

The words open and closed are doing my head in regarding the Bing "choke". Choke on or off would be better. When the Bing choke is on the fuel enrichment valve is OPEN, it is closed when flying.

The ATSB could, should have done a quick investigation just so this accident is on the record. No need to examine the wreckage, nothing to learn there. Just the ADS-B or flarm data if any and the CTAF comms which would be recorded since Gympie has landing fees..

Congratulations Skippy, I am sure we would all be interested in reading some pilot reports as you get to know your aircraft.

The book says 0 to .004 with a service limit of .006 inch. So not much clearance at all. I think lycoming rings are tapered so not sure how it is measured. Pistons on lycoming and Continental are definitely not slotted, they are built like an old mack truck.

Let's not forget we RAAus members have had the message from management saying that any pilot using a screen for traffic awareness is a complete idiot and a danger to airspace. I read it in the sport pilot mag.

The ATSB did a comprehensive investigation into the Mangalore mid air and issued some recommendations that have been ignored so why do a repeat? The ATSB also strongly encourages the fitment of ADS‑B transmitting, receiving and display devices as they significantly assist the identification and avoidance of conflicting traffic. The continuous positional information that ADS‑B provides can highlight a developing situation many minutes before it becomes hazardous – a significant improvement on both point‑in‑time radio traffic advice and ‘see‑and‑avoid’. The ATSB also notes that ADS‑B receivers, suitable for use on aircraft operating under both the instrument or visual flight rules, are currently available within Australia at low cost and can be used in aircraft without any additional regulatory approval or expense. It is also important to recognise however that ADS‑B cannot be relied upon to display all nearby traffic so effective use of radio remains a primary defence in avoiding mid‑air collisions. In that context pilots need to make all required broadcasts detailed in the Aeronautical Information Publication, even if there is no known traffic, and respond to broadcasts if a potential traffic conflict is identified. Above from the ATSB, my take is ADS-B could be relied upon if all aircraft were equipped with a SkyEcho2 or better.

You could move the start button between the park brake valve and the choke. Fingers on the choke, thumb on the start, other hand on throttle. Problem solved. Got a pic of the entire panel layout?

Setting static rpm with a fixed pitch propeller also needs to consider the max cruise for the aircraft. I believe Van's RV aircraft with the same 0-320 lycoming as my slow beech 23 will only achieve about 2000rpm static versus 2300 for the beech. 100 v 150 knot cruise.

Ex soar bristell? Propeller appears to have been turning at impact.

All fixed pitch propellers will increase in rpm as speed rises. Static rpm will be found in all certified aircraft Pilot Operating Handbooks, POH or flight manual. It is a sure fire way to know the health of the engine, not making static rpm, something is wrong. An interesting thing is static rpm is not dependent on altitude, or density altitude. With increasing density altitude the propeller becomes easier to turn at the same rate the engines ability to turn it decreases. For the Beech 23, 160hp fixed pitch static is about 2300rpm, in climb at 78knots about 2500rpm, straight and level full throttle about 2700 rpm which is the red line. Normal cruise at 75% about 2450rpm.

I don't think that is it, your typical lycon is probably more rich at low power setting unless the pilot leans on the ground.

I have seen about 20 lycoming/ Continental pistons following cylinder removal due low compression. Non have had stuck rings if I remember correctly. What is the difference with these engines designed to and all would have been run on avgas.

I made this comment based on what I saw in the initial video. Sadly not far from the mark. I like Juan Browne and watch all his vids, his summery of what happened is a polite version of what Dan Gryder said recently. The important thing is to learn from all accidents. This morning flying the RV (total rocket ship) I felt vulnerable making the turns in the circuit.

I agree that screens in cars are should never have been allowed for adjusting things like A/C. Fines for holding or touching mobile phones while driving need to be higher. Two hands on the wheel and two eyes on the road makes crashing almost impossible. It is only a few seconds from all good to impact. Aircraft are completely different. Even if we look at our screen for 30 seconds while cruising we don't crash. Have done a lot of low level navigation with maps in the past and have no desire for more. A few years ago flying into William Creek an hour before sunset with limited forward vision due sun and not many landmarks and only 60 mins of fuel remaining I said to my co pilot, glad we are not doing this with a map. With the screen we could give our 10 mile inbound call with confidence and could even see some of the traffic that we were hearing on the ctaf. I reckon we had eyes outside more than if we had been using a map due to unfamiliarity with the area. Screens are the best thing to happen in aviation ever, each to their own.

Even though there are more Rotax 912's flying in oz than Jabiru's I am very sure less money was spent on Rotax rings in the last year. Have never seen a Rotax with less than 78/80 on a differential compression test.