Thruster88

That my friend gets vet old very quickly, it happens occasionally, a few years and your out of the game. Remember this is not a government job.

It is the only gamble that pays off long term. The gambler has a lot more control of their destiny that other forms of gambling.

This is my 40th year of farming and 39th flying, started young and still young. As tractors became larger a single farmer could farm more area. Farming is a game like monopoly, some like the game others not so much. Those that like the game buy and expand their holding or make off farm investments, for this to happen there must be willing sellers. Price, supply and demand fluctuate. Ultimately the farm gate price has to be high enough for the farmer to plant the next crop. Without the next crop none of use will be here next year.

This would just be a case of fr24 having a pic of the ledgend which once had the reg LTZ. Picture was taken in Canada where the aircraft may now reside. The cessna 208 was registered LTZ early this year. Plane spotters are everywhere, just Googled the reg on my RV6a and there is a nice pic of it departing old station in 22.

The AOPA safety vid shows a women doing it easily in a 172. I mean no disrespect to women.

In the AOPA vid they used 45° angle of bank, a stall speed increase of 1.2. Best glide in most light aircraft is 1.4 times clean stall speed so the stall warning should not be sounding. Regardless of why or even if the sound is a stall warning it was not a good look for a safety vid about turning back when stalling is only thing that matters.

The type of compass found in certified aircraft, cessna piper beech etc do have several adjusting screws for north south east west. I have only been involved in this process once and don't remember much, normally error will be within 1-2 degrees of the master compass.

In the 2021 AOPA turn back vid there is a sound like a stall warning during the super cub turn back, the same sound can be heard during the landing, I thought it was not a good look for a safety video. The impossible turn may be impossible in some aircraft but it will only kill you if the aircraft stall/spins. The stall warning should not sound at best glide speed. Going below best glide speed is stupid.

Latest email from casa implies RPL, PPL class 5 medicals just around the corner. Final approval of RAAus group G will probably occur at same time. DIrector of Aviation Safety, Pip Spence We'll open consultation later this month on an eagerly awaited proposal that will give most of Australia's private pilots unprecedented flexibility when it comes to renewing their medical certificates. We reviewed your responses to last year's medical policy review and other feedback from the aviation community to design a streamlined medical certification process for general and recreational pilots. As a result, we will shortly ask for your views on a proposed Class 5 medical self-declaration. The new Class 5 medical self-declaration, which was flagged in our General Aviation Workplan, will allow private pilots who meet fitness requirements to self-assess and self-declare without the need to see a doctor. Those who meet the eligibility criteria and satisfy the requirements will have a Class 5 self-declared medical automatically issued. The self-assessment would see applicants answer a simple set of questions using CASA's current online systems. Access to training modules and comprehensive guidance material will help you make a well-informed and appropriate decision. Adoption of the proposal will mean that most people who fly the majority of hours in private operations will be able to apply for a Class 5 medical self-declaration, noting the medical exclusions and operational limitations. We estimate the new system will cover about 70% of the Australian aircraft fleet. There will, of course, be exceptions and some people will still need to see a doctor. The proposal also does not cover riskier activities such as aerobatics, formation flying and night Visual Flight Rules operations. We believe the Class 5 medical is a world first in terms of trusting pilots to decide on their own fitness and we worked diligently with the aviation medicine technical working group to arrive at a proposal that ensures regulation is proportionate to risk and is managed appropriately. We're already working on the systems that will support the new self-declaration process and we aim to go live as soon as practicable, following the outcomes of the public consultation. I'd like to acknowledge the contribution of our technical working group on this important initiative and other ongoing considerations for aviation medicine reform. Consultation on a second key initiative from our General Aviation Workplan, this time aimed at addressing the shortage of Licensed Aircraft Maintenance Engineers (LAMEs), opened last month and runs until Thursday 12 October.

I wonder what that means for RAAus group G.

13,000 feet of runway.......

If you check your vents before every flight that is great, probably not everyone does. We have insects in this area that can block holes 2-10mm very quickly with mud.

Good info Glen. Skippy the concern with your low fuel pressure is the cause. If it is due to some restriction in the supply to engine pump then you will be at increased risk of vapour lock at altitude. In Glens case the PA-28 has large fuel lines and would have been burning only 30 lph, not much difference to the 27lph for a 912 @100% power.

Skippy, I don't think you are hearing what RossK and I are saying, all aircraft should have normal fuel pressure without the use of the boost pump. All my aircraft certainly do this. The boost pump is for redundancy, it should not be a band aid. Hope this makes sense. When I got the RV6-A some three years ago I noticed the fuel pressure was dropping from the normal 4-5psi after turning the boost pump off to only 1-2psi. I spoke to the previous owner and he said it had always been that way, so I thought it must just be the way the sensor works(conformation bias). Some months later having looked at the system I realized the fuel pressure had to be indicating correctly. Replaced the engine pump on the Lycoming and it is now always 4-5psi regardless of boost pump use. I dismantled the old pump and could see no fault with it.

Impossible to say without knowing size, length, number of elbows etc. Remember restrictions on the suction side have a much greater effect on pump efficiency than delivery side. I would keep the transfer pump you have and install a timer switch like on your oven, set time based on known flow rate, can still turn off anytime manually. RossK is correct, the engine pump alone should provide correct flow and pressure, either the pump is faulty or the fuel system is not right.

These pumps can produce about 4 bar or 60psi. If the receiving fuel tank became full or there was a blockage in the vent system the tank would most likely burst. Not good.

The boost pump. Most likely won't achieve the 7 psi due to system loss, the same reason your transfer pump is down slightly. If the pump can overwhelm the carb floats, think cattle trough with the wrong valve for system pressure, and you are comfortable with where that over flowing carb bowl fuel goes then no problem. If the over flow might cause a fire then think about that. Mitigating strategy might be to delay boost pump use before takeoff. The transfer pump The 90lph you are getting is plenty given you will be transferring fuel while only burning 10-15 lph. Know your aircraft. Put the transfer procedure in the flight manual😎

No

Emah can make skins for Thrusters 0430 207 783.

While owners of RV aircraft might not have thrift in mind we all want to go faster, hence my comment. It would also be weird not to have a wing fillet on a composite airframe, regardless of the engine choice. Readers will need to read thread for context.

It seems odd that the pilot would fly with only around 1000 feet of terrain clearance in those conditions.

This engine is almost identical to a lycoming O-235 in appearance, displacement and horsepower. The lyc O-235 weight is around 110kg. The steel liners on a lycoming actually look thinner than those shown in the first post. The cylinders are of identical construction to the Lyc except the aluminium extends much further down the barrel on this new engine. Not sure I want to know how they white anted 35kg of metal out of the engine.

The report leads us to believe the tug pilot was going to land and hold short of the crossing runway, why was the cessna a factor? Radio can not be relied on for traffic separation in a blind broadcast system anymore than traffic on a screen or tablet. All systems have multiple failure modes. Situational awareness is easily lost.

Pilots don't care about hp per litre, they just want an engine that works. One reason Lycoming and Continental have not been dethroned in their segment. Brake specific fuel consumption only cares a little about hp per litre Brake-specific fuel consumption - Wikipedia EN.WIKIPEDIA.ORG

I have had some negative comments about my RV6-A, water off a ducks back.