Downunder

I'm still here. Maybe that BRANDS me as a STAYER........

For the same reason it's always been. To kiss the yanks @rse.... We seem to constantly try and punch above our economic weight and the results are never pretty...... We look down on some countries around us, politically, economically and militarily but sure as hell they are making good and viable long term military purchases and making us look like the fools and US stooges we are.

Obviously he's a sprinter, but I'm in it for the long run and recon I'll pip him at the post...

Stop it!...You're just spurring him on.....

Well...... that's pretty lame....

I think you need to get off your high horse....

Only if he hoofed it down....

I guess we'll remain saddled with the controversy. ....

I advise people to train in a regional ctaf at least initally, due to less time wasted. The Rotax does take a while normally. I've cut it down substantially to the point of just run-up, taxi and go. (At least while at my hangar) With electric heater pads plugged into a mains transformer (heats oil and crankcase) and oil thermostat.

All good now. Preferences now changed to stop an email for EVERY notification.... thankyou.

I don't have an electric pump so I'm unsure if they normally run in series or parallel with the mechanical pump? If in series, that is fine as you have flow through the electric pump to the mechanical keeping it cool. If in parallel, could it be that the reason it is turned off is that lack of flow through it makes it hot? The mechanical pump is effectively pumping the fuel and therefore the electric is dead heading. Ok for short periods but it will get hot after a period of time.

...

The electric and the mechanical should then be checked on the annual.... it's not hard to fit a temporary gauge.

Turn the electric pump on before starting engine. Read pressure?

Yes, I believe it is something in the fuel(95/98). The staining is very similar to staining from spilt fuel at the filler, from venting or spillage. As the ULS is carby fed, I'm thinking it is excess fuel coming through the exhaust, perhaps at idle or low rpm on decent. They are know to be very rich in this rpm range.

I have the same staining (yes, yellow does stain). All I have found to get it off is acetone. (Carb cleaner) Harsh? Yes, but I've not found anything else.... And then apply polish....

No strip personally, but I know of a couple of people who have a cleared area which they refuse to call a "strip" and maintain it is a "road". A wide long and straight road. I've even been invited to land my aircraft on their road, if I wanted to visit. Not sure if it's insurance or legal related......

What engine IS foolproof? That engine is a Thielert. They went broke and it has not been fitted to Diamond aircraft for 10 years.... The engine I describe here is the Austro.... Diamond did something similar to Jabiru. After Thielert folded, they put up the money to get the Austro engine designed and built.

I was being sarcastic....

Allowing "infrequent users" maybe the intention of the ASIC issuing body, but airport owners and operators make their own definition. Generally, NO ASIC, NO ENTRY..... Perhaps a bit like needing to show your drivers licence for ID to book into a motel. Transport authorities never issued it for that purpose, but the motel management determine what's required to get a room.

Yes, maybe if they had refused. I just asked politely and they agreed. It was my first reaction...maybe instinct/airmanship. Being pretty much within gliding distance the whole time, I was nervous but in control and confident in landing. The engine ran fine right up until I killed it.... I've never though about calling a mayday, even afterwards, until you just mentioned it. Something to think about.....

I had an oil pressure reading drop (faulty sender) while joining long downwind. Told the other aircraft that was turning base I wanted to come straight in for a downwind landing on the opposite runway as I had an engine issue. They agreed, no problem. I think they could tell by the nervousness in my voice. I ended up killing the engine and just gliding in to an uneventful stop and dragged it off down the taxiway.... I wasn't sure of the reason for the oil pressure drop at the time and was worried an oil line had come off or something and was worried about a fire.

Well that's as clear as mud...Everything stays the same, except when it's reviewed and changed I guess. I wonder if the RAA did any consulting on it? ....

Rotax have priced themselves out of rebuilding their 912 engines and haven't suffered particularly. The advantages are, you sell the complete expired engine as a discount to a brand new engine and in the end, well, you have a brand new engine in your aircraft. My neighbours rebuilt or exchanged (not sure which) their non turbo continental 520(?) in a Bonanza at a cost of $70 000 aud for the engine with all up costs running into the 90's, so just because it CAN be rebuilt, doesn't mean it is exceedingly cheaper to do so. I'm unsure if there are insurance advantages with a new engine also verses rebuilt.... You would also assume higher reliability from a new engine. There would have to be a higher risk factor with human and part error with rebuilt engines. Companies do not need to set up extensive rebuilding facilities, trained staff and overhaul spares. On the surface it seems costly not to rebuild but plenty of other items exist economically in our "throw away" society. Even with cars, it is cheaper to replace with new than keep forking out for expensive mechanics and spare parts. My employment in the mining industry has seen much change. No longer do you see maintenance workshops filled with lathes, drills an milling machines (and actual machinists). Equipment, pumps etc are not repaired but replaced. eg. A pump runs for 5 years then fails. You go to the warehouse, book out a new one, install, and we're good to go for another 5... Not all the time as some equipment is sent off to specialist repairers and obviously some stripped and parts replaced on site. So overall the "economics" of replace over repair are increasingly viable. ... welcome to the 21st century.

I think a place for jet fuel diesel ICE's will remain as long as the fuel remains cheap and plentiful (The airliners ultimately see to that), but petrol engines will diminish. Supercapacitors are the possibly the next big thing....