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Thruster88

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Everything posted by Thruster88

  1. Thruster88
    The most common and cheapest 912uls is not on the list. If we take the cheapest on the list and divide by 2000 hours it comes to $27 per hour, good value for a commercial operator. how cheap do you want it? Remember liability insurance and other costs associated with aviation would not be cheap. The good thing for home builders is the good supply of very good used ex flying school engines at very reasonable prices, $5k. The most expensive engine on the list, the 916, which would be very very nice in my RV6a is comparable in price to a new experimental lycoming o-320 160Hp engine. You get what you pay for.
  2. Thruster88
    Would have been a runway excursion or ground loop if it was a tail dragger.
  3. Thruster88
    Onetrack,I would have to disagree with the "arsey-ist" bit. The guy is obviously a competent pilot. It has been my experience that an aircrafts flight path can be controlled in close proximity to the earth with great accuracy, + or - 1m, even while turning or rolling out of a turn onto the centre line. Practice makes perfect.
  4. Thruster88
    Just need someone to create a supplemental type certificate, STC. In RAAus land an STC is called a MARAP. The people that develop STC recover the substantial cost by selling the STC to many other people that also wish to modify their aircraft in the exact same way. Example, fit a Allison turbine engine into a Cessna P210 in place of the piston engine. Thus a Silver Eagle in born. https://www.aopa.org/news-and-media/all-news/2018/october/pilot/turbine-quick-look-silver-eagle
  5. Thruster88
    Pat, have you bleed the system from the wheel cylinders up using a syringe or pressure bottle? Suck all the fluid out of the reservoir then pump in to the wheel cylinders til no more air bubbles apear in the reservoir. The beringer valve, which I would remove, may have a shuttle valve in it to do what it does so it may have different requirements for bleeding. Need to use the correct fluid as others have said, most aircraft use hydraulic OIL not brake fluid. If the Orings have swollen from incorrect fluid it may be causing the master cylinder to not return fully.
  6. Thruster88
    If RAAus cannot help you my guess is there is no pathway. Ultimately CASA is the regulator. To make an engine change on say a Cessna 172 a STC, supplemental type certificate, is required. Perhaps @Rapture can advise you how they are planning to proceed with their Jabiru/zongshen build.
  7. Thruster88
    I have never had one, 40 years of very successful two stroke flying now. Hopefully the endorsement instructed pilots to read the engine operation manual, POH etc, no different to any other aircraft or engine system.
  8. Thruster88
    Pretty sure Tom's Jabiru is an amateur built 430 with VH-rego so he can do what he likes.
  9. Thruster88
    The brake master cylinders at the pedal has to have a spring, usually internal to work correctly. The brake pressure regulator IMHO is an unnecessary part / complication on a simple light aircraft.
  10. Thruster88
    You should read the provided link above a few times then you may understand how the whole system works. No individual approved person is going to pass an aircraft that are not airworthy.
  11. Thruster88
    This one, formerly VH-PUK had been repowered with a lycoming O-235, 112hp? so should have been a good performer. Ferrying a 1946 Auster J2 through Australia : Air Facts Journal AIRFACTSJOURNAL.COM The aircraft ferry game is both interesting and where one always expects the unexpected. My card reads "Can Ferry, Will Travel." Flying an older aircraft cross country is more than just throwing your bag in...
  12. Thruster88
    Lycoming O-235 has the record for longevity I believe for an engine produced in numbers. 1942 to 2025 with almost no change in design or materials. For the Hummel mine would have a 503, best power to weight no question.
  13. Thruster88
    In 2019 we flew up the western edge of the lake then followed the Diamentina river to Birdsville in the mighty Musketeer. Was amazing. Going out again in June. Last pic was 3500 agl, would have only just been able to glide to the edge of the river, about 15km wide.
  14. Thruster88
    Aircraft looks to be at end of the strip, to much brake?
  15. Thruster88
    /graphics/ICAOtype/C172.gif Incident Cessna 172G Skyhawk N3753L, Friday 2 May 2025 ASN.FLIGHTSAFETY.ORG A Cessna 172G Skyhawk, N3753L, suffered a loss of engine power while on approach to Santa Monica Airport. The airplane made a deadstick landing on the grounds of the Riviera Country Club.... Pilot did a great job, Riviera country club doesn't look very aircraft friendly, big holes in the fairways, very high fence in the middle.
  16. Thruster88
    I would not call any crankshaft breakage normal. As Paul points out in his vid, the front bearing is very short, the standard prop extension is too long. The crank is not properly supported.
  17. Thruster88
    What we need is Avid+, or Avid premium, $20 extra for the extra button press or two on the security computer back ground check. Good for those who only need occasional access to "secure" regional airports, same 5 year duration or make it 10 like a passport, then I think we would all be happy. If I was a journalist there would be many questions.
  18. Thruster88
    Weather looking fairly ordinary for Wedderburn over the weekend, fabulous for farming in central nsw, we need it.
  19. Thruster88
    ?
  20. Thruster88
    The fact that two independent sensors, pressure and flow, show a change at the same time and the change goes away with operation of the boost pump suggests that the problem may be real. How old is the pump in calendar from first use? They are supposed to be changed at 5 years so not a total waste of money to do it now. One thing you could do is remove the inlet fitting and inspect the internal filter screen, see the post above by Underwood.
  21. Thruster88
    Normally there is only a bypass on the electric boost pump. I think this is there because an example the facet pump as fitted to my musketeer has a filter in it that is quite fine and could become blocked so an alternative path is provided to maintain fuel flow. The fuel pressure gauge allows us to continually monitor the health of both pumps during pre start (boost) and flying, EDP.
  22. Thruster88
    I think we can agree that any fuel pump in a carburetor aircraft will contain two check valves that only allow fuel to flow towards the carburetor. Regardless of the arrangement of the two pumps, in series or parallel, one open check valve in either pump will not cause a loss of fuel flow if the boost pump is on.
  23. Thruster88
    One defective open valve in the engine pump cannot cause the electric boost pump to fail as well. Where did the fuel it was pumping go? Pilots should be able to draw a schematic of the complete fuel system in the aircraft they are flying from memory.
  24. Thruster88
    My friend and forumite RFguy did his first landing at my farm strip in his excellent Piper Archer yesterday.
  25. Thruster88
    Agree, I was wearing a Sony nc headphone, watching a YouTube on the big screen when RFguy landed at the farm recently. Lucky my 6th sense was working.
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