Thruster88

It reminds me of the two 737 max crashes.

A cowl flap is the go for maximum speed. I seem to recall some of us said the original cooling system would not be successful.

I was admitted. Basically RAAus legal found there was no valid resolutions from the previous meeting and the meeting was closed. Today's meeting lasted less time than it took to type this.

ATSB preliminary report. Possible VFR into IMC. https://www.atsb.gov.au/publications/investigation_reports/2023/report/ao-2023-052

My RV6a would be eligible for group G but I will not be changing because, it will cost more, I would have to repaint the rego and the paint is very beautiful now, I need to retain my casa license to fly the mighty Musketeer. Maintenance does not change. The only reason to change would be if one cannot get a class 2 medical.

That is indeed the case Spacesailor, we had Steiger tractors with straight pipe Cat 14litre 3406 turbo diesels and they were fairly quiet. I think the noise produced also has a lot to do with cam timing. Straight pipe Lycoming engines are not head turning due mild cam timing.

Low flying is only one way to kill yourself or innocent passengers. As a new pilot by reading you can become aware of the other common scenarios. We don't get this from RAAus so I would encourage you to read at the ATSB. https://www.atsb.gov.au/aviation-investigation-reports

Another example https://www.atsb.gov.au/publications/investigation_reports/2022/aair/ao-2022-027

I believe all pilots should be reading all the accident reports applicable to their class of operation. I was aware of the Maule power line "accident".

We had a test pilot speak at one of our aero club dinners a few years back. One of his jobs was the Southern Cross replica, I think he described it as challenging.

Just swap the Oring to your old one.

I dont think that is the case here. Van's outsourced to meet increased demand. With the benefit of hind sight they should have just increased the kit price to make the company profitable or more so which may have subdued demand to the point where the out sourcing was not necessary. They are not selling lowest cost widgets, it is a niche product with strong demand. Most successful kit manufacturer and I think it will remain so. Van's total performance, it is a real thing.

Mmm, if it does indeed cruise at 150knots indicated on 80hp that would be beyond Vne? Perhaps the ASI came from a different aircraft.

The way I see it if management had been managing the kit prices for those in the queue now would have been somewhat higher. The cost is what it is, you have to pay to play.

As a Van's aircraft owner I see this as a positive.

Rotax have progressed the 912 steadily with the 914,915 and now the 916 all on the same basic platform with enhancements were required. Lycoming did a similar thing with the O-235 then O-290,320,360 and finally IO-390. Both engines have flying web crankshafts, 3 main bearings for a four cylinder. Must be a good idea? Rotax 9xx engines have nothing to do with their other BRP products.

1500kg Porsche with 380? Hp v the cyber truck. Will they save the planet?

Before RAAus start deleting aircraft I would like to see a current snapshot of the register made available for viewing by members in perpetuity? Not sure if that is the right word. No owner info, just what we can see now. I am doing my bit to keep interest in thruster aircraft in my area. When we find these gems a check of the RAAus register is the first step. I am sure I will not get a call about 10-1467, if I was not a current member it would just be deleted. RAAus probably don't have contact details for this fine example of type, will it be deleted?

It is interesting how the fire seemed most intense right near the cabin air intakes. My RV6a has a piano hinge type cowl fixture all the way up each side, I don't see that on the accident rv9. A good reminder to shut off fuel in engine fire situations. I will be conservative and stick with the dinosaur lycoming.

Perhaps turboplanner could send a carefully worded question to casa regarding the requirements for pilots to have a current security check. AVID or ASIC or nothing required, which is it? .

I believe casa license holders must have a current ASIC or AVID. The AVID is only $126 and lasts for 5 years. My understanding is RAAus pilots and aircraft operators are subject to all the same CAO's except those they are exempt from. Anyone have the exempt list handy ?

I wonder which section of "the working group" proposed the one passenger limit for class 5 medical.

CAO 100.5 items can only be performed by a LAME with the appropriate qualifications using equipment with current calibration. I don't think RAAus has a lesser standard.

45 feet or 13.5 metres. With the yields in this area it is bigger than required to load (use all the 400+ horsepower available) of threshing bit of the combine harvester. They are contractors so it makes sense in lower yields to keep ground speed down to manageable levels.