Thruster88

I have seen about 20 lycoming/ Continental pistons following cylinder removal due low compression. Non have had stuck rings if I remember correctly. What is the difference with these engines designed to and all would have been run on avgas.

I made this comment based on what I saw in the initial video. Sadly not far from the mark. I like Juan Browne and watch all his vids, his summery of what happened is a polite version of what Dan Gryder said recently. The important thing is to learn from all accidents. This morning flying the RV (total rocket ship) I felt vulnerable making the turns in the circuit.

I agree that screens in cars are should never have been allowed for adjusting things like A/C. Fines for holding or touching mobile phones while driving need to be higher. Two hands on the wheel and two eyes on the road makes crashing almost impossible. It is only a few seconds from all good to impact. Aircraft are completely different. Even if we look at our screen for 30 seconds while cruising we don't crash. Have done a lot of low level navigation with maps in the past and have no desire for more. A few years ago flying into William Creek an hour before sunset with limited forward vision due sun and not many landmarks and only 60 mins of fuel remaining I said to my co pilot, glad we are not doing this with a map. With the screen we could give our 10 mile inbound call with confidence and could even see some of the traffic that we were hearing on the ctaf. I reckon we had eyes outside more than if we had been using a map due to unfamiliarity with the area. Screens are the best thing to happen in aviation ever, each to their own.

Even though there are more Rotax 912's flying in oz than Jabiru's I am very sure less money was spent on Rotax rings in the last year. Have never seen a Rotax with less than 78/80 on a differential compression test.

NTSB preliminary report. https://www.facebook.com/100063068507532/posts/pfbid0rPkNCtBUa4vpdEAJwstXnQZbWd9u9Ws9kvGEksqAXqTUrF7CaSwZQYccMWCmE9a9l/?mibextid=Nif5oz From Aviation Accidents / This day in history on Facebook. - NTSB issues (the most disappointing preliminary report of the year) into the November 12, 2022, collision between a Boeing B-17G Flying Fortress (N7227C) and a Bell P-63F Kingcobra (N6763), that occurred during a fly-by at the Wings Over Dallas Airshow at the Dallas Executive Airport (RBD/KRBD), Dallas, Texas: On November 12, 2022, about 1322 central standard time, a Boeing B-17G airplane, N7227C and a Bell P-63F airplane, N6763, collided in midair at the Dallas Executive Airport (RBD), Dallas, Texas. A post impact fire ensued. The pilot, co-pilot, and three crewmembers onboard the B-17G and the pilot of the P-63F were all fatally injured. There were no ground injuries reported. Both airplanes were operated under the provisions of Title 14 Code of Federal Regulations Part 91 in the Wings Over Dallas Airshow. The P-63F was number 3 of a three-ship formation of historic fighter airplanes and the B-17G was lead of a five-ship formation of historic bomber airplanes. According to the recorded audio for the airshow radio transmissions and Automatic Dependent Surveillance-Broadcast (ADS-B) data, the air boss directed both formations to maneuver southwest of the runway before returning to the flying display area, which was the designated performance area. He directed the fighter formation to transition to a trail formation, fly in front of the bomber formation, and proceed near the 500 ft show line. The bombers were directed to fly down the 1,000 ft show line. The 500 ft show line and 1,000 ft show line were 500 ft and 1,000 ft respectively from the airshow viewing line behind which the audience viewed the airshow. There were no altitude deconflictions briefed before the flight or while the airplanes were in the air. When the fighter formation approached the flying display area, the P-63F was in a left bank and it collided with the left side of the B-17G, just aft of the wing section. Both airplanes broke up in flight and impacted terrain in a grassy area on airport property south of the approach end of runway 31. A fire ignited in the wing center section of the B-17G as it descended to the ground. The B-17G exploded upon ground impact The debris field was generally aligned on a magnetic heading of 320°. Documentation of the accident site found all major flight control components for both airplanes located in the debris field. Both airplanes were equipped with ADS-B. An Avidyne IFD540 unit from the B-17G and a Garmin GPSMAP 496 unit from the P-63F were recovered and submitted to the National Transportation Safety Board Vehicle Recorders Laboratory. The IFD-540 contained position information relevant to the accident; however, the GPSMAP 496 did not record any information for the accident flight. The wreckage of both airplanes was retained for further examination.

I feel RAAus is taking a correct and well articulated position in relation to fatal accident investigations. MEMBER COMMUNIQUE 29 November 2022 Dear Members, It is important to share with you an update on RAAus’ recent decision to not investigate a fatal accident that occurred at Kybong in Queensland involving an RAAus registered aircraft and a VH- Registered Glider, resulting in the death of two Australians. In recent years, as a result of the ATSB choosing not to investigate sport aviation fatal accidents, RAAus has played a crucial role in formally supporting state police and Coroners, to assist them in understanding the circumstances around how/why an accident occurred. An artefact is that our participation has masked the fact that the ATSB have not been involved. Because of this our staff have endured WHS risk associated with deploying to accident sites, our reputation has at times been tainted due to our inability to share the reports we write as they ‘belong’ to the Coroner thus impeding the safety benefits for all aviators, and our members have funded a function that is not a core activity of RAAus. Moreover, this activity is one that is funded for other airspace users while our members are excluded from such safety dividends while contributing to the funding of the ATSB via the tax system. We have also been subjected to strong criticism due to the lack of independence in our findings despite us being faced with little alternative but to investigate our own. Nevertheless, we are proud of the significant work performed over the years to improve safety and provide some degree of closure for the loved ones of fatal accidents. During recent discussions with the ATSB Chief Commissioner we were informed that the decision as to whether or not to investigate lies within the ATSB prioritisation system. That is, where can they focus their efforts (and funding) for the ‘greatest public benefit’. For the recent accident at Kybong we contend that in applying their prioritisation system, the ATSB should have investigated this accident given the high airspace risk that is evident and that an investigation would yield significant benefits for ALL airspace users, not just sport aviation organisations. RAAus is strongly of the view that an independent understanding of the circumstances into this accident is essential and that the ATSB is best placed to do this. This is a view shared by many others in the industry. The ATSB enjoys a host of protections under the TSI Act 2003, whereas RAAus does not. It is for this reason and those mentioned above that we have made repeated (unsuccessful) representations to the ATSB Chief Commissioner and that we will once again be making representations to the Minister for Infrastructure and Transport to seek the appropriate level of funding for the ATSB. This would mean that RAAus members are afforded the same status that is given to other aviators and transport users in our community in recognition of the role we play in the sector and our position in the industry as Australia’s largest cohort of private aviators. The Board has therefore resolved that RAAus’ default position will be to not deploy staff/investigators to future fatal accidents, irrespective of ATSB’s position, to ensure we protect our people and the organisation. The CEO has been charged with making the assessment on our level of involvement which may still involve deployment however the role we would play will be significantly different from what we have done previously. We remain committed to supporting police, local authorities and Coroners wherever we can. There will be further work done on this matter including the continued seeking of legal advice. Should we shift our position in the future we will advise members accordingly. Michael Monck Chairman (for the board)

Incapacitation is extremely rare in pilots with a class 1 medical. Loss of situational awareness is relatively common, even with experienced crew. One of Dan Gryder's recent videos is about the crash in the USA that resulted in the 1500 hour rule for ATPL's in the USA. Both pilots flying a dash 8 aircraft failed to notice the airspeed bleeding off, the aircraft stalled and crashed. I will admit to having had loss of situational awareness, 99.99% of the time we get way with it.

A good operator never blames his tools, or battery. We need more information.

Perception and reality may be different with regards Australian fuel quality. “The majority of the BMW Group Australia fleet, including our range of new models, has been certified to run on Euro 6 fuel standards for some time now. Locally delivered engines in BMW and Mini models achieve the required power, efficiency, and emissions figures when using Australian fuel without any issues,” Ms Blanckenberg said. “While we would certainly welcome a lift in fuel standards and quality in the future, we are able to provide our customers with vehicles that perform to an optimal level with the current (fuel) offering.” BMW said recently that although it was prepared to offer electrified vehicles across its range as soon as was required, it was in no hurry to abandon development of its combustion engines and was confident customer demand will continue into the future. But for Mercedes-Benz, impending Euro 7 emission standards were already sounding the death knell for many of the combustion engines offered in its range. Mercedes-Benz chief operating office Markus Schafe recently told British publication Autocar that the brand “will reduce the number of engine variants, going through Euro7, by about 50 per cent”, but said it would only completely cease development and production of the combustion engine “where market conditions allow”, and possibly by as soon as the end of the decade. The German manufacturer has already announced plans to end production of its V8 and V12 engines, switching to high-output and electric-assisted four-cylinder units across much of its future range – including the next generation AMG C63 sports sedan, a crowd favourite in the Australian market. Despite the gloomy news, Australian consumers can rest easy in the knowledge that the current crop of Mercedes-Benz passenger vehicles already provide the best environmental performance possible, with Mercedes-Benz Cars Australia media relations and product communications manager Ryan Lewis telling GoAuto that the quality of Australian fuel was not a limiting factor in meeting the latest Euro 6 emissions equivalent. “Currently, every Mercedes-Benz passenger vehicle sold in Australia is fitted with a Euro 6 compliant engine, and all are suitable for use with today’s Australian fuels,” Mr Lewis said. The Grattan Institute suggests capping vehicle emissions could be another strategy that would set Australia on the road to net-zero emissions but states that better quality fuel is required to help achieve that target. https://www.goauto.com.au/news/conflicting-claims-about-australian-fuel-quality/2021-11-01/86245.html

Electric model aircraft have reached a very high percentage of the market with zero government incentives. GPS autosteer has become universal on farm machinery with zero government incentives. The cheapest electric car in Australia costs about 60k, someone who can afford a 60k car doesn't need a government hand out. The fuel quality article was written by a snake oil salesman, it might be very good snake oil.

The SAAA has information about getting flight instruction in an amateur built experimental aircraft in the latest email update. It is legal according to CASR 91.880(h) regardless of whether you built or bought the aircraft. Not sure why RAAus would make rules to make it more difficult than it needs to be. As they say it is up to the instructor/ flight school to say yes or no.

It would seize but unlikely to hole the piston. The piston crown is weakened due to excessive temps with a lean mixture, a hole soon follows.

Because I live on a farm, for the last 39 years I have used 205l drums to refuel the thruster. Vented drum pump so not sealed. Could be up to 3 months old. Zero issues with any rotax 2 stroke. Never had a problem starting a honda single cylinder industrial engine even if they had been sitting for 6 months with out adding fuel. The SES chain saw most likely holded the piston due lean mixture caused by carburetor fault, hard diaphragm in the pump or metering section etc.

The low wing has more dihedral to compensate. Both aircraft are very stable, they have to be to get certified.

Dan Gryder talks about the plan and ops on the day. Starts at the 32min mark in the vid.

Land O Matic was used in Cessna advertising when the C172 first came out. With nose wheel rudder was no longer required 😂. PA-28 landing advantage over the cessna is due mainly to the oil shock absorbers on all three legs imho.

Hi Kevin, assume you are from Canberra. This may interest you, it is a well run syndicate with a really nice aircraft. Rate is $220 an hour WET. If you fly 50 hours a year I don't think it would be cheaper owning an LSA when you factor in insurance hangar maintenance etc. https://www.youngflying.com.au/

13/11/2022 Conway QLD I C P Savannah Rotax 912 STATUS: Under review OCCURRENCE DETAILS SUBMITTED TO RAAUS: The pilot didn’t realise the aircraft... STATUS: Under review OCCURRENCE DETAILS SUBMITTED TO RAAUS: The pilot didn’t realise the aircraft was descending slowly, it then touched the water and stopped. It then sank in the mouth of the Proserpine River.

The calculator says 10mins/60x350=58kwh. 58/0.8=73kwh battery. A 73kwh battery will not drive a car this big and heavy 1000 km. The 001 is based on the Sustainable Experience Architecture platform specific to the electric models of the Geely group.[4] PerformanceEdit The top of the trim variant of the 001 has electric motors on both the front and rear axle, putting out a combined output of 536 hp (400 kW; 543 PS) and 700 N⋅m (516 lb⋅ft) of torque and can propel the 001 from 0-100 km/h (0-62 mph) in 3.8 seconds, speed max over 200 km/h (120 mph).[5] Zeekr is claiming that the 001 can run on a full charge for up to 700 km (435 mi), and its charging setup will give it 120 km (75 mi) worth of power in just five minutes of charging time.[6]

Look at the flight tracks. A simple loss of situational awareness seems far more likely.

I see what you did there

Yes the only maintenance difference between a modern well design ICE car and the EV is the engine oil, filter, air cleaner and serpentine belt. EVs have cooling systems for the battery and gears, many ICE cars now have sealed for life transmissions. All the other stuff is the same.

One problem with ethanol, made from wheat or corn etc or bio jet fuel, made from canola or soybeans etc is the fuel versus food debate. A 200ha or 500 acre Australian broad acre crop paddock will yield about 2 tons per ha with canola. A ton of canola seed will yield about 400 litres of oil, the other 60% is a useful high protein animal feed, nothing is wasted. So our 200ha paddock will produce 160,000 litre of jet fuel per year plus the animal feed. 160,000 l is enough fuel for a 17 hour flight in a 777. Do we have enough paddocks?

Flew this morning to check out the farm and flood in Lachlan river at Gooloogong. Has been raining every week this winter so water everywhere and with harvest fast approaching never a dull moment in farming. 😁

If you have the traffic information then adjust your flight path to avoid the conflict. When driving and we don't talk to the other driver if conflict is imminent. As an avid watcher of dashcam some drivers do try to talk to the other driver, it never works.