Downunder

Religon, the US constitution and guns......this could be one long thread onetrack.

Heading had me thinking of a "Patriot missile system" for a second.

Was thinking there's not going to be much left of the Cessna.

Shame me for thinking that making my cockpit easier to read might actually make it safer. LOL!

This is why it is hard to get them to agree to a change. Fear of liability.....

Perhaps asking the mfg whether you should make a report to the RAA about this safety issue or whether it would be fine to angle the gauges might be a way to ...um.... garner mfg support?

Outback Air Race 2018 | Supporting the Royal Flying Doctor Service

The RAA or recflying should have its own.......

For my 912 uls (not sav) odyssy pc625 (4wdextreme on ebay, couldnt find cheaper in aus).

Behind pilot seat. 16mm2 multistrand/flex cable. Industrial lugs NOT cheap auto ones.

400 rpm cranking. Voltage drop not below 10V.

I'm very happy with that. Factory set up was a total failure and would have done a sprag clutch by now.....about 3 grand to fix.

Very important on the rotax to crank them over hard and fast......

Northam? I just come over the town. Low power, on decent....perhaps don't decend too early. (Thick wings on the sportstar allow a fairly steep decent?)

Rotax's with factory muffler/exhaust and low power are quiet as.....99% of the population wouldn't even know you're there.....

Is there 80-90 running engines in europe? Where are they?

Perhaps running so well owners don't post or make remarks about them?

Not having a go at you xair, but just commenting on the last couple of pages of this thread about the seemingly outright media blackout.

The worldwide market for this type of engine is small enough as it is and if the engines are running well, I'd be shouting it from the highest hilltop!

I was surprised to find out that the luftwaffe never instrument trained it's fighter pilots in WW2. Seems like a major oversight

I'd be an engine tester and blogger for them if they sold me an engine at half price :)I'd repower my Aeropup no worries.

 

Fly the missions and make honest assessments for the world to see....No worries :)

 

If it went well I'd even consider repowering my Sonex also.

The very fact that their "new generation" engine is now larger in physical dimensions, than the first design, is enough to make a number of potential customers upset, by having to possibly redesign cowlings, etc.

Then there's the fact that the D-Motor gained weight in the old design - let alone the "new generation" design - but that isn't mentioned on the D-Motor EU website - it's left to the Canadian D-Motor agent to advertise it!.

Ha, you buy an engine specified at XX weight and it turns out different........ something seriously wrong there.

The near total lack of marketing by D motors is mind boggling. You think they would have a ton of YouTube video of the factory, advantages of the engine, installations, etc. as well as getting at least 50 engines flying. But they seem to want all the big money up front. It's all backwards, but then not unusual for companies to have little or no comprehension of the marketplace and what it takes to make sales. At this time, what are we to think? We don't know how good the company is, how good the engine is, and how many installations there are, etc. When people have so many unanswered questions, they don't buy.

So many things that can be done and need to be done to "prove" the engine in the market place.

If they cannot price it competitively against a Rotax, then they need to prove it's reliability and performance.

If they cannot prove it, buyers will default to the Rotax.

It's complicated, just ask Brumby.

Thanks you all for the feed back . I'm on a budget to buy, but safety is paramount,cheers Butch

I see buying a second hand kit as more to do with the risk profile of the buyer rather than individual aircraft.

Determine your risk profile and go from there. Will you lay in bed at night worrying about it, if you bought a kit?

I decided to go new, factory built but if others are happy buying a second hand kit, that's fine by me.

I bought for long term ownership.

Some info here.

Rotax 912 UL with Opal Fuel - Remote Communities

Probably best to mix with carried avgas at 3 to 1 I think, but have no personal experience.

I see octane booster as a last resort..... to get you out of trouble.

Are you looking at updating how to attach images?

.....well what about if the stall speed is under 45knots but not greater than 750kg?...where does it all end. I think this is a feeble attempt to do anything....the answer is thats called RPL ....WTF. Cant anyone make sensible rules any more

I think this is the real reason behind the cta/mtow push........

Can't be any good...... doesn't have Dunnydoor pistons......

Titan. Titan Aircraft - Engines

California Power Systems. Engines from California Power Systems

Add GST and Shipping, but could be viable......

An aussie dollar at 85 US cents would be nice....

I'm wondering if this aircraft is to replace the one "dumped" at Bunbury earlier this year?

The thing is..... this thread is a one sided view.

Those who stuffed up bad enough are not here to post. They are dead.

About 10 years ago, an aircraft left Bindoon for Northam. They took off direct for Northam and the engine failed not far from Bindoon.

They went down in trees and killed both of them.

The passenger was a pilot and briefly a member of this forum and I communicated with him on various topics.

It was a big wake up call to me about climbing overhead before departure if required.

You roll the dice enough times, your number will come up!

Read a bit about "normalization of deviance".

I know someone who habitually flys low. They are probably often seconds from being dead. (I have warned them)

Because an engine failure has not happened they believe it won't happen.

They are using the past to justify current and future behaviour when the opposite is probably true.

The more they take the risk, the more likely a bad outcome will occur.

Personally, I fly high. The bigger the glide radius, the better......and (knock on wood) no engine failure in 500 hrs....

Perhaps they need to be certified for the UAV, military markets? Maybe that's where the real money is.....

You tube vids are impressive..... doesn't need painting also.

I read / heard somewhere that a PPL CFI can just check your Nav and Radio endorsements, confirm you can do some circuits in that C172/Piper Archer or whichever and after "5 or 7 hours" (noted somewhere here on this forum) you are good to go for PPL.

One of the things I like is the runway, airspeed and alt are in a direct vertical line of sight.