Thruster88

Turbo, there is perhaps some differences between race cars built by amateurs running methanol, hot cams, wild ignition timing and a rotax or Lycoming. A lycoming with a straight pipe makes almost no sound due to very mild cam timing and overlap. There is also the possibility that race car engines get turned backwards during a spin, the is would lickly cause fire to come out the wrong place.

K&N air filters are the standard part in the 13,000+ Van's RV aircraft that are flying around the world. K&N air filters have been fitted to every Rotax 912,915 installation that i have seen. K&N air filters are fitted to many other experimental aircraft, example Glastar. If there was a problem I think we would know about it by now. Over priming, carb leaking, fires that happen while attempting a start will happen regardless of the air filter type. We had one such case at our airport last year, an RV with a K&N air filter, surprisingly there was no damage to the filter itself. I got to see all the damage with the cowl off.

We will be to scared to fly if we read much more of this.

Have you tried a GL45 or 45-400 cap, can see pics on Ebay.

Air in the hydraulic lifters causing a problem is a bit of a myth imo. At every oil change a filter FULL OF AIR is placed on the engine. On lycoming engines, a cylinder change or six requires the hydraulic lifters to be removed and cleaned of all oil so that the DRY TAPPET clearance can be checked and adjusted if necessary with different length push rods. The engine is then started often with a dry oil filter as well. We probably shouldn't be having these discussions on the Zonsen engine thread.

Also see very little carbon when examining the cut open oil filter paper on Rotax 912,915 engines. I think they have them very well sorted. No carbon stuck to the filter can.

Have never seen a heat shield for the oil filter on any 912,915 that i have serviced. They all have similar exhaust manifolds.

Is it a requirement for student pilots to be able to demonstrate a late go round with full flap before being sent solo? Would it be a good idea to limit student pilots to only 20° of flap to make a late go round easier to handle. Less pitch up and no need for flap retraction to get some climb happening.

Nev, I get that you post things to enhance aviation safety. To suggest that the engine or wind was a factor just muddies the water and detracts from the learning experience. The copy of the cctv i have is quite clear, the camera is tilted at a 16° angle relative to the runway , the Cessnas spinner to tailcone is at a35° angle . Wing angle of incidence would be similar. Yes the aircraft was initially climbing which would have reduced the angle of attack. Once the aircraft stopped climbing critical angle was achieved. 35°-16°=19° That will do it. This video and there are plenty more like it if one goggles "cessna 172 stall crash" should in my opinion be mandatory veiwing for all student pilots.

The cctv video showing the stall, wing drop, yaw, spin entry, can be found by searching.

Almost unbelievable for a company that has only been around for a year or two. No patents filed. Time will tell.

The 18hp mk3 Skycraft Scout only weighed 59kg empty.

The ATSB has produced some very good educational short videos recently on simple accidents like this one, often within a month, much more value that a report in three years time.

The Fokker F27 friendship beat it to market.

I don't see the attraction. The used price on these high end gyros is more than a nice RV. 90knots cruise v 160 for the RV. Turbulence? the impressive climb rate of an RV soon gets one above that if one is going somewhere.