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Thruster88

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Everything posted by Thruster88

  1. Thruster88
    Yes, but if on multiple occasions, the pilot failed to correctly answer simple MULTIPLE CHOICE questions about stalling then the pilot and instructor should have realised there was a problem.
  2. Thruster88
    The ATSB should have also said that a stall spin entry at 200 feet above ground level will not be survivable in any aircraft. That is a fact.
  3. Thruster88
    The final report is interesting reading. Many weak links in the chain. Loss of control and collision with terrain involving a Morgan Cougar Mk1 aircraft, VH-LDV, 19 km north-north-west of West Sale Airport, Victoria, on 16 November 2024 | ATSB WWW.ATSB.GOV.AU
  4. Thruster88
    If your transponder is not visible to your SkyEcho2 then it is not visible to other aircraft. Your SkyEcho2 would be making you visible. Next time you fly turn off the transmit function of the SkyEcho2 and see if you appear on fr24.
  5. Thruster88
    The 618 needs those revs to make use of the temporarily raised exhaust ports to make the extra power. In a motorbike those valves would get plenty of action, in an aircraft not so much which may lead to sticking.
  6. Thruster88
    FR24 can see you. When you go flying if you don't see your aircraft on the screen all the time then it is the SkyEcho2 that is most likely making you visible.
  7. Thruster88
    OK so that c182 would have to be mode S or better to be transmitting the data. Have never seen an aircraft with no data showing which would be the case with a mode C or A transponder.
  8. Thruster88
    6200 static and 6500 on climb. Full throttle level flight is just under the max of 6800.
  9. Thruster88
    The bing 54 is a simple carburetor, I have never had to fiddle with any of mine. Put the recommended jets and needle in and fly. I know a guy who flew his thruster to 18,500 withe stock jets, still climbing @ 200fpm.
  10. Thruster88
    You could just mix in more oil to get the same oil rate per hour. Less fuel normally means higher EGT and or a hole in the piston.
  11. Thruster88
    It has a flat needle instead of the round needle in the bing 54. 30% less fuel, I am very sceptical.
  12. Thruster88
    Pretty sure fr24 only displays aircraft with adsb transponders based on what i see locally.
  13. Thruster88
    Replay on fr24 shows plenty of enemy aircraft just to the north of you in the Bankstown training area, could you not see them on your screen? Your SkyEcho2 is not showing your rego, just 1200, maybe that's the way you like it, should be Rxxxx.
  14. Thruster88
    I would buy a replacement, $30-50 aussie from aircraft spruce australia. Depending on which type you have the o-ring could be replaced and you will have a spare. The flush, cessna style, look like they are sealed for life.
  15. Thruster88
    The obvious would be to move the engine back to help with CoG.
  16. Thruster88
    When the rotax back fires, which turbo says is inevitable, the extra manifold volume full of explosive vapour will not just set fire to the K&N filter(s) it could blow the engine off the aircraft. 🤣 On a more serious note, at altitude in very cold air fuel vapour could condense in that large un heated non standard crossover tube. Not sure if that would be a problem. If it ain't broke don't fix it. Doing nothing is free. Fly or fiddle, that's a personal choice.
  17. 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.
  18. Thruster88
    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.
  19. Thruster88
    We will be to scared to fly if we read much more of this.
  20. Thruster88
    Have you tried a GL45 or 45-400 cap, can see pics on Ebay.
  21. Thruster88
    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.
  22. Thruster88
    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.
  23. Thruster88
    Have never seen a heat shield for the oil filter on any 912,915 that i have serviced. They all have similar exhaust manifolds.
  24. Thruster88
    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.
  25. Thruster88
    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.
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