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Am I right in thinking that if you have a bigger radiator, the pressure and temperature gradient across the radiator will not need to be as big? Does that mean that if you have a bigger radiator, you need less air and can therefore get away with less drag? If so, are LSA radiators optimised for drag or for weight and cost?

I noticed you had a testimonial about VG’s and a Foxbat. IIRC, the factory tried VG’s but ditched them because they messed up the stall characteristics. Thoughts?

You have gone to a huge amount of effort. What motivates you?

I forgot to mention that one of the commenters on Kathryn’s page said he left town without paying his bill.

Hard to know what was happening. He was only aged 60, so frontal lobe dementia is unlikely but possible. Poor judgement, grumpy, insight-less. Poor financial management. Did not care about any of it. He did not even do a proper preflight, much less an inspection. He flew a strange aircraft *at night* while not current. The strange part was he seemed to be doing all that while he was broke. The brokeness would have contributed to the get home itis. He deserved to be punched in the face.

The best thing to do when landing is to try not to land. Prevents a lot of problems with nose wheels.

Nosewheels aren’t for landing, they’re only for taxiing. (I have a massive 160 hrs. So, Im just repeating something memorable and instructive I heard.)

Good CRM. Copilot unthreateningly pointing out something to the captain. We can all learn from this cartoon. Well done, Gary Larson.

Good points. I hadn’t considered it from the point of view of future emission standards.

Sounds like they got an engineer to come up with the name, too. And not a very innovative one neither.

Maybe you could make the cowl the most aerodynamic and aesthetic shape and address internal airflow with baffles. That would provide access room around the engine, and if it grew a little it would not throw your plans out. Disclaimer: I know nothing about this.

I imagine that someone would travel if you paid them properly. Flying instructors often like flying around. They might like the idea of collecting your new plane with you. Maybe you need someone to inspect it too.

You can look up the Wheels magazine review on their website. They compared the Skyactiv compression ignition engine to the old one. The fuel economy was the same. The new engine was 16% more powerful. Considering the expense in development and production, passed to the consumer, not a good outcome. Not to mention probable shorter engine life.

Flightscope at Archerfield does this.

IIRC, Wheels magazine said those engines were no more economical than a normal engine of the same capacity (but a little more powerful). Mercedes tried and failed to produce such an engine. It sort of looks to me like Mazda failed but put the engine into production anyway, if you know what I mean.

The cabin is 47 inches (1193.8 mm) wide and 49 inches (1244.6 mm) high,

What BS is that? (I love pet hates.)

Slips are safe when low and slow. I think people should unload the wing and bank away to their heart’s content. (Disclaimer: as above).

Thrusters have a tractor propeller, and Drifters have a pusher (ie thruster) propeller. Can we swap the names to end the confusion, please?

How come you can’t do a stall in a skidding turn to see what happens? I have been told that a C172 can suddenly invert (ie spin) if you stall with crossed controls. Stalling one’s own aircraft in a skidding turn sounds like an excellent idea. But is that a bad thing to do in an aircraft not licensed for spins? That’s one reason I feel better stalling aircraft that are licensed to spin. I know this is a minority view, but Im a bit annoyed that if stalls and spins are so different, then how come NOBODY can tell me when/where one ends and the other starts? People don’t even seem to understand the question. And don’t get me started on incipient spins vs actual spins. I can’t wait to get back in the Decathlon and see what happens in a skidding stall, steep turn stall and after letting a wing drop drop and drop. I know that what happens in a Decathlon will not tell me what will happen in a Foxbat. The mystery annoys me and contributes to my anxiety.

😠

This is what you want to do. Touch and go: flaps THEN full throttle Go around: full power THEN WAIT for full throttle. You only need to use two controls at once. (I have 140 hrs and am not a flying instructor: disclaimer.) The ergonomics of aeroplanes can be really bad. In a Foxbat, the carby heat and cabin heat controls are the same shape and are right next to each other. In a Decathlon, the Throttle and trim controls are both on the left wall and the knobs are the same size and shape, and not really where you look! Those things are called “latent errors”, which is technical speak for “accidents waiting to happen”.

What didn’t you like about the Aeroprakt aircraft?

I don’t agree with the over thinking bit. Thinking about things is part of understanding and of mental rehearsal. Both are important. You are right about the inverted spins. I never had any problems with them though.

All part of the money you’ll save…