Thruster88

Two guys in a carefully prepared Thruster, with a blow up mattress in each wing, showed how it could be done.

The late Max Hazelton successfully landed his Auster in the Blue mountains in IMC in 1969, took a few days to walk out to civilisation.

I believe Beal Aircraft Maintenance, Dubbo can do it.

General Aviation Accident (8/March/2024) - United States of America 🇺🇸 : On March 8, 2024, at about 1418 local time, a privately-registered Cirrus SR22, N2824M, experienced engine issues and a subsequent pilot-deployed CAPS and forced landing to heavily wooded terrain near Mendocino, California. The private pilot and two passengers received minor injuries. The personal flight originated from Shelter Cove Airport (0Q5), California, at about 1413 LT. ADS-B data shows that the airplane was climbing to 2800 feet when it began to losing ground speed values. For the next minute, the airplane descended to about 2100 feet before the CAPS was deployed. The airplane came to the rest inverted, but there was no post crash fire. According to FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land. His third class FAA medical was issued on 7/2021. - ADS-B: https://globe.adsbexchange.com/?icao=a2d859&lat=39.982&lon=-123.982&zoom=14.9&showTrace=2024-03-08&trackLabels - Photos: [UPDATE 5:19 p.m.: More Photos/info from SCVFD] BREAKING NEWS: Plane Crash on Usal Road in Northern Mendocino KYMKEMP.COM Scanner traffic indicates a report has been made of a plane crash with a possible explosion in the 76000 block of Usal Road, north of Whale Gulch School. Very difficult to avoid the Forrest in most of northern California.

I believe the engine failed over a forest. So hit the trees at 60-70 knots and die or use the feature that they paid for and all walk away. Not a difficult decision.

Not sure many C150,152 will change camps now that class 5 medical is available. If the engine is "on condition" and many would be, the Cessna can be used by or cross hired to a casa flying school with with VH registration. This has not been allowed in RAAus. Cost to repaint (many have huge letters under wing), annual fees and no reduction in regulation is what I see. My RV6a is eligible for group G, I have no interest.

Pilots need to know and understand the systems with engines that operate with ECU. Accident ignites DA42 engine row | News | Flight Global WWW.FLIGHTGLOBAL.COM

The CVR will tell the story if it has not been overwritten.

The seat moves very slowly. It would not be hard to join the dots if one had even some awareness.

I have watched Tucker Gotts channel for a long time now. They are a simple cheap and fun way to fly. The weather conditions have to be right, any negative G results in a partial or complete collapse of the wing so no flying in sketchy conditions.

Preliminary report from Australian Transport Safety Bureau. No fault found with the aircraft. The position of the elevator trim tab was not mentioned. https://www.atsb.gov.au/publications/investigation_reports/2024/report/ao-2024-002

Impossible to say without knowing if the hose is compatible with the end fittings. Aircraft AN fittings and hose can be trusted because they are manufactured to spec. Automotive "AN" stuff can be manufactured by anyone, could be very good, could be junk. This accident comes to mind. https://www.atsb.gov.au/publications/investigation_reports/2020/aair/ao-2020-028

I have done rubber replacement on a 912iS engine at work. They definitely have a rigid steel line between the left and right side injection. Not sure why anyone would replace it with a flexible line. Agree with Blue, those clamps on the blue lines don't look right.

Bolt some 3-5mm steel plates to your wooden jig and tack weld ends in three places before you cut. Tidying up the tacks at the end of job is easy and alignment is more assured.

Turning off the master in any certified VH aircraft definitely means isolation of the battery at the battery.

A good test to do now Danny is measure your unusable fuel. Pump all the fuel out of the tank with the boost pump and then catch the remaining fuel from the two tank drains. Always good to know this.

You should, must, have tank drains. Could you have an elbow hose barb with hose to the side of fuselage to have drain in convenient position? Providing the hose is level or down hill this will work well. It would be interesting to know how much unusable fuel is in the tank, ie position of the pickup. Should be something like 0.5 to 1 litre. Without a tank drain you can never get water out if it gets in the tank.

Reached a max altitude of 6400 before turning back. Propeller not feathered. Great landing.

Skippy, if rotax has developed this new oil to maintain the reliability of the higher power, higher stress 915, 916 engines then it must also have some advantages in the base 912 engines which we can agree are very reliable. Is it not worth a few bucks to get better protection of your engine?

You can sell or buy an aircraft with numbers on the side without a condition report however the new owner cannot register with RAAus without getting a condition report. For newbies to flying a condition report may seem like getting a maintenance release for a VH aircraft, it is not the same thing.

Or the wrong line/gate

The boost pump will not help as it is down stream of the gascolator on a bushcat. The gascolator looks like an Andair? Brand. I did service one recently, the drain valve is quite small and could be partially blocked. With a low fuel level there will not be much head pressure at the gascolator. I assume the tank has a low point water drains?

It depends how the fuel system is setup. On my Musketeer and RV both low wings with left or right tank selector and a boost pump before the gascolator only the Musketeer has free flow. The RV requires the boost pump to be operating to obtain a sample from the gascolator. My guess is the valves in the RV facet pump have enough spring pressure to stop the free flow.

Seems there is no shortage of true believers in the Van's product, the man and the company. I am one.