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Mike Gearon

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Everything posted by Mike Gearon

  1. I’m fine with the thread wandering. Not a subscriber to strict rules. To quote my brother “mikes not very good with rules” That is unless we are talking aviation…. I’m very good with the rules! Flew into Moorabin for the first time this morning for transponder install in the RV6. All went to plan after good YouTube videos on procedure. Gov documentation is shamefully useless for pilots new to the YMMB Cluster F%!# On topic……..I met Nic for coffee this morning and this thread/ discussion stimulated our discussion on ECU’s and bus bars. I think we will have seconds of both on the UL aircraft. Note on the UL failure un Florida (twin) The battery voltage was quite low from starting and it was retracting the gear that pulled the voltage below what the ECU’s would accept. discussion also had me looking up my Continental light speeds. I thought these suckers didn’t need external power. They do. Interesting they ship with the Schotty diode mentioned in this thread. What are the power requirements for the Plasma CD systems? The current versions of Plasma CDI systems need a minimum of 6.2 volts to start operation. This is more than 2 volts less than the minimum voltage needed by the starter solenoid, thereby eliminating the possibility of kick-backs during starter operation. Plasma systems shipped before December 20 of 2004, need 8.5 volts to start operation. This higher "on" voltage can cause a misfire if the starter current drain is high and/or the battery is weak and the voltage collapses below this threshold during cranking. Systems shipped before 2005, can be upgraded to have the lower voltage capability. Once the engine is running, all systems operate down to less than 5 volts, should you lose your charging system. 7.) Back-up battery? All Dual systems are shipped with a Schottky diode to be used with a back-up battery. A simple wiring diagram is also supplied.
  2. Update. Finally the hangar is nearly finished. Guess I’m proud of being 65 years old and doing 95% of it. Didn’t expect to be up and down ladders and screeding concrete at retirement age. Temporarily moving the motor glider and S21 in. Motor glider has to go to Phil Organ north of Melbourne to get GFA certification for Australia. Can’t turn the motor off in RAA or CASA. I checked with RAA just to be sure. Can’t turn off. It’s a very involved process apparently to have it certified here. Will cost north of 10k. Loads of paperwork apparently and I thought of doing it but stopped at the word paperwork. Temporary on the Rans because I still need to paint the floor. Nutech seems a good product. I’ve wet ground floor back so concrete pores are open. Just waiting for it to dry thoroughly. Resist8ng the temptation to get it painted. Then back into Rans building aircraft 2. Aircraft 1 is still waiting on the motor mount to come back from Florida. It’s been 3 months! We’ve had our ups a and downs with that UL engine. Shocked when the twin crashed in Florida. Now we have confirmation that the problem was in the electrical system. Each engine has 2 ECU’s. The backup still depends on getting power. Apparently during that critical takeoff period the voltage dropped dramatically for a number of reasons.
  3. Update on the update…. Things have improved. I’m in USA now and lots of things coming under control that I’ll admit seemed overwhelming. I was also surprised both my wife and Nic encouraging me to continue with the S21 build. Pic hiking with friends Palm Springs, California. Definitely good to move away and review from a distance. Just had FAA medical done in Palm Springs and the aviation doc was cool. I think we all get white coat syndrome. It’s a big deal getting it ticked off. Titan engine was due to ship air freight to Australia for approx 4K USD. I’ve chosen to have it sent to Lincoln NE airport. I’ll ship a container with the rest of household goods and the Titan engine for a little more money back to Australia. Sold the Interstate cadet subject to money going into escrow next week. The depth of USA market is astounding. Bottom of advert shows 1,200 ad clicks on Barnstormers over a few days. 4 keen buyers ready to pay. 3 of them A&P’s. 1 of them also a top Garmin guy I’ve probably talked to in the Oshkosh Garmin tent. All interesting characters. Escrow system in USA is excellent. For a small fee a company holds the funds until the aircraft is ready for delivery then funds move to sellers account. Pics below. Hangar progress. When I get back to French island most of it’s done. Already started on concrete and probably 2 weeks then done. Wait a month then seal concrete and move the Sinus motor glider, RV6 and Rans S21 in. (If I’m continuing build) Pic with the S21 I’m building with Nic. We are just waiting on engine mount to come back from USA. It’s been a stuff up. USA UL agent had the mount made without allowance for the turbo. We are just waiting on it to be refinished in Florida and when it returns we will have the aircraft ready to fly very quickly. Maybe January 2024. We are of course really concerned about the crankshaft. Not sure if the twin that crashed in Florida was running the Airmaster prop. If so then we have a possible answer to the crank failure. We are running Sensenich ground adjust prop.
  4. Update… Due to life getting in the way I’m selling the 2nd build. Reasons. 1. Life changing event about 5 weeks back. By far the biggest reason and a private matter. 2. Flying the RV6. I purchased this as a fill in aircraft that’s readily salable again when the S21 is finished. The previous owner was driven mad by a deluge of calls. It’s provinence as a Lamie built aircraft with recent rebuilt IO-360 helped here. I found the tail wheel RV6 very challenging at the start. It’s gradually become the French island commuter workhorse and while not as easy as the Nynja it’s fun to fly. It’s also an aircraft that’s surprised me on bush strips. Landing and being able to apply heavy braking makes a huge difference (yes, eased off as slowed and ready to release if the tail comes up). I’m not coming down to 65kn yet over the fence. 70kn minimum. Watching an RV6 flip makes you wary and I was never going to buy a nose wheel RV after that experience. The 160-170kn cruise is very addictive. Took a while to adjust the ETA circuit call down to 4 minutes from climbing out French Island to Tyabb. Take off is some 250m and landing often same and can be less subject to crosswind component. 3. Aircraft. 1. RV6 2. interstate Cadet 3. I also have the Pipistrel motor glider now registered Glider Federation/ CASA. VH-8Z8 is just waiting on COA and my flight to New Zealand to pick up a replacement prop assembly. I’m just as excited about getting this aircraft flying as finishing up the S21 with Nic. (We are still partners in the first S21) I’ll plan on selling the Interstate in USA and looking out for an RV9 to fly there then maybe bring to Australia. Wife won’t fly in the RV6 yet and probably never will. The high landing speed worries her. So, I’ll put the kit up for sale on plane sales and probably on barnstormers. Relatively cheap to ship it back to USA and a bigger market. If readers here have an interest prior please contact me. It’s as can be seen in pics. At quick build stage with all surfaces complete and just starting into paint. It’s build 2 and as such a slightly better build where we were learning on kit 1. Add up the build kits, Garmin G3X and Titan and it’s over 200k. I haven’t decided a price yet. So, message here or call 0488 585980 Mike.
  5. I don’t mind a bit off topic when helpful information. Dulux 2 part epoxy. 4 x 20liter tins. Done properly with an acid wash and primer.
  6. Nic and I have been stopped for a while now. Might have to retitle finish 1 aircraft by Feb 2024 and 2nd by Feb 2025. We’d have flown through this by December 2022 if it was Titan and we had the engine. Situation right now. Aircraft 1. UL520t problems as mentioned. We eventually received an engine mount adaptor from UL USA that would fit if we didn’t have the turbo and they certainly know we have one….In discussions now on how they are going to rectify that problem. The UL cowl supplied is also in the rough. Rans cowl is ready to fit. This requires trimming and we have not a scrap of instruction. We could be waiting months for a solution to this and may decide to mock up an engine mount just to keep building and painting. This week we will make up our own spray booth. Pics will follow. We have 8 LED strip lights, plastic for a frame, 2 large duct fans and filter material. Intention is a diffuse filtered air in with pressurised booth and filter out. Pic here of some painted parts. Painter didn’t have time to finish so we’ve shipped aircraft back to French island via tilt tray and barge last week and will paint ourselves. Aircraft 1 is white with some highlights in green. Aircraft 2. Hangar construction first. Nic and I building. Just about to the stage I’ll hand over to young guys to do colorbond. Pic with S21 is in identical hangar. 12m X 24m from Trubilt. 48k and probably a lot more now with inflation. Trubilt great to deal with if you need a hangar! There is at least one Melbourne firm to avoid. PM me if you intend a different supplier. After hangar I’ll focus on paint with Nic and finishing aircraft 1 subject to engine mount and we don’t discount the possibility of putting the Titan in aircraft 1 if UL can’t eventually explain why we should have confidence in the engine. It is beautifully made with multiple redundancies. There is still the allure of that turbo and performance… but it’s not worth risking an emergency landing for. Titan engine is in transit to Australia. I’m flying the RV6 pictured. The S21 tail wheel is going to be just about an eyes half closed and relax landing compared to the RV6. Enjoying the RV6 performance all the same. I see why people talk about the RV grin. Flew home from an SAAA meeting last week including a CASA talk on safety where the presenter would point out the window at the 25kn crosswind as an example of something we don’t do. It’d backed off somwhat by the time I flew out. Landing at French Island was a bit of an adventure with the RV wanting speed and the wind sock and swaying trees suggesting a 15kn gusting 20kn cross. Touched down at 300m of the 600m available and decided it didn’t look good. Flew around for the new east west runway with a downhill segment west. This runway intended mainly for those 25-30kn easterlies that’d occasionally ground flights last year. I’ll just call the landing “interesting” as I touched on hill crest then floated down to touch down a second time toward the remaining 200m with some soft ground. I’d had wife run the east west to confirm it was solid enough. It sort of was. Rans S21 would have been so easy. Slower speed and those big tundra tyres for the soft stuff where I was powering the RV on again toward the neighbours fence where it felt soft. Both aircraft. We are ordering the Aerosport armrest as in pic here. Tidies up the flap lever cover supplied by rans and utilises that central space for handy items such as phone/ drink bottle etc. We don’t have a price on this yet as not formally released to market.
  7. I knew about this. Didn’t realise it was the AOPA podcast presenter. Listened to every episode. Quite shocked to turn it on in the car yesterday and instead of a great talk from the presenter I listened to this. (link below) Still, thoroughly recommend these podcasts. Listen intently as if you’re the person going through the experience. Saddest IMO was a father and son in amphibious. For whatever reason the dad didn’t retract the gear and landed. Lost the son and somehow he found the courage to talk to Richard about the experience. https://www.aopa.org/news-and-media/podcasts/podcasts/there-i-was
  8. I took my sky echo to USA last year to test for a friend. He’d wanted me to buy one. It never arrived in USA. Stolen from luggage. Stealing sky echo’s is a thing. Who knew!
  9. We have aircraft 1 just about painted by Paul Chernikeeff. Bring it back to the island next few weeks and we proceed with engine install. On that subject. I’ve just spoken with a person very close to what’s recently happened….The twin engine aircraft that crashed with 2 UL520t engines shocked the hell out of everyone. One loss of life which is the biggest tragedy. The aircraft is still sitting in a pond. It isn’t released yet for investigation. Are the ECU’s underwater and damaged? Nobody knows. That is going to be the main source of information apart from getting at cranks as well to see if one is broken. Pilot error can’t be ruled out. All we know for certain is that one engine failed and there is a chance it was other than mechanical failure. Also, you’d expect a twin would fly on one engine. The Velocity will certainly fly on one engine. Quote here from review. Conclusion… We will proceed with UL engine install and hopefully get information as the investigation unfolds. I’m in contact with one of the NTSB investigators and will keep up to speed as the investigation progresses. Single-Engine Sample That meant it was time to pull one of the red levers back, feather a prop and fly on one engine. Much noise is made about the difficulty and danger of flying multi-engine airplanes after an engine failure. The V-Twin handles very nicely on one engine. The engines are close together and Vmc red radial on the airspeed indicator was at 82 knots.
  10. Yes, I guess it does. I was preparing for Checkride in August and caught COVID. About 2 weeks after Oshkosh. Didn’t know I was sick. Went to IFR lesson and told instructor my heart was racing and headaches meant I shouldn’t fly that day. I thought I was stressing over the Checkride and should get my act together. Really sick later and COVID test and 10 days of bugger all. Did get a mock Checkride in before leaving USA. Radio work was good and 1 approach was a little sloppy. Overall, almost a pass 🙂 Plan on PIFR here with Nic. It’s a while different IFR world in Australia with regard to terminology and complexity. USA is geared toward common sense and the actual flying. Here, it seems we are training auditors who can quote regulation. But…just have to get on with it. The Australian guys website is really good. https://www.pilotpracticeexams.com/
  11. Okay. That could slow us down a lot! 90k Rfguy… glad you found out about the 916. That’s either encouraging that they’ve gone back and designed a stronger engine or disturbing because it’s a new design! You used your Oshkosh time wisely. I was trying not to walk my feet to a painful death yet again and really didn’t get around enough at 2023.
  12. 147kn in the screenshot from that video. That’s amazing! The good part of our 2 X S21 builds is we split the whole of the 2 down the middle. We take whatever loss on the 520t together and we could even go with the new 916. From last discussion we still install the UL. Nothing to stop us running this for a while then swap it out. It’ll be interesting.
  13. I’m leaning very heavily this way. A modern efficient motor. BTW I’m raring to go when I get back and get up to speed. I think your build, Rob Fox and mine about the same stage. I have a hangar to build will probably slow things a bit. Half a day hangar build and half a day S21 build subject to energy reserves 🙂
  14. Yeah, good point. Re Airmaster….. I recall our conversation at Oshkosh. The jabiru engines with original props being the least problematic. Here we have stuck something rather heavy on the front. We’ve also stuck something on that’s able to very quickly change torque at various RPM settings. I was told the UL on the Rans had a pitch change at low RPM when it crapped itself. I was lucky enough to spend quite a bit of time with Randy when visiting. He isn’t a fan of UL or any of the car conversions. He’s experienced 28 engine failures. That’s quite a record! I think a lot of them were 2 stroke. Still, he has an enormous breadth of experience. I think I’ll listen to Randy. However, we do have a GM V8 in the Pawnee at South Gippsland glider club. It’s a healthy sounding V8 throb as it hauls gliders up. I was instantly captivated by it. Current ambition is to become proficient in the Pawnee! That’s one success story. Just now at end of TBO and being rebuilt. I guess the Pawnee is a different story with all that space and weight isn’t a problem on an aircraft designed to carry large loads. They can set up the radiator exactly as needed without concern for the usual aircraft constraints.
  15. Update on the ULengine saga. Nic and I were already very concerned about the 520t. Add to this an unconfirmed crank failure on a zenith last week. The big one was the beautiful twin engine velocity 6 seater we saw at Osh Kosh. Twin 520t motors. It recently crashed back in Florida with the loss of one life. Apparently one engine lost on take off. We don’t know if crankshaft failure or another cause. With this new information it might be time to commit the Titan engine to aircraft 1. We will discuss! I’m in the market meantime for a Vans side by side tail wheel as French Island commuter aircraft. That’ll also take pressure off feeling we need to be getting the 2nd aircraft flying. It might be waiting the next 12 months or so for a Titan or maybe a Rotax turbo. Note…. Continental have stopped making the Nic plated engines. You can have a Titan with steel bore or a Titan with steel bore.
  16. Heading toward time to return to Australia. Took the opportunity to fly from Lincoln down to Hays, Kansas Rans aircraft factory. A little hesitant with 3rd ever solo landing in the 1941 interstate and a direct cross wind of 17 g20kn along with a 1,000ft runway at Rans. Couldn’t find the factory and had to go with Google maps and follow the streets while paying attention to the various tall towers dotted around. Planted it 3 point and settled in. The next day Randy had good tips on taxi. The taxi to runway crosses a dam bank where the wind runs up the dam bank and can lift the wing. So, taxi with aircraft down the bank a little keep the wings well tilted into the cross wind up the bank. A few spare parts to pick up and the Titan engine to pay for. It ships this month. Nic and I will finish up the UL520t and get it flying then stuck into the Titan build on aircraft 2. As usual the staff were super friendly and helpful. Stayed the night in Hays and even got to attend an EAA meeting. Turned out I was the surprise guest speaker. I was the most surprised of all. Worked out okay with a chat about inventions and the ups and downs of international sales and marketing. They swung the Interstate in and kept the aircraft in Rans factory overnight. Randy made a few repairs and cleaned up some GoPro mounts I had scattered on the rear floor. That’s experience! I never thought about them moving and going into the aeliron cable pulleys nearby. Pics including EAA meeting with an S21 build in the background. The builder taking advantage of factory nearby for painting. I’d do the same!
  17. Okay. The reason I’m asking is…. Those fuel tanks have been problematic from the start. Sizes change for whatever reason related to the mould/ material etc. Rans have had ongoing struggles with the tanks and mods such as the filler insert and the improved fuel cap assembly. Tanks were also moving rearward which prompted the new rear stop kit. I suggested at one stage I might make a Viton seal after seeing what a mess YouTube builders were demonstrating as they struggled with the Proseal. Nice to see the Viton seal provided. The other consideration is that those tanks were moving rearward and obviously breaking the Proseal loose. The tank currently sits in place with the new rear plate stopping the main problem rear movement and can be used to provide a concentric position fore/ aft. When you look at the lateral arbitrary movement it seems it can be concentric without concern given the 1 or 2mm variation I see in your pics. So, with consideration to the tank being held in place by a rear support and the the glued Viton seal it worries me that the tank can move forward and laterally a small amount fixed solely by the seal. This then begs the question of why the upper skin isn’t redone with the fuel cap ring 6 holes and smaller inner opening. Then it’d just have a Viton seal at upper and lower surfaces. As such I’ve had laser cut aluminium sheet (pic here) to bond beneath the wing skin then proseal the Viton seal underneath. Provides a heap more sealing and security/ fixing of the tank. Another Viton seal on upper surface and done. I meant to discuss this with Randy at Osh Kosh and forgot. Might pay a visit before returning to Oz in a few weeks. This is one of my first projects on return so timely to discuss.
  18. That’s an earlier kit. I didn’t realise how much extra work required! I expect you have the new parts that stop the tank sliding backward. I have a question…. Did the Viton seal location end up being exactly concentric to the upper skin cut out?
  19. I’d forgotten to mention a really important point. The bearing cup rotated. Apparently there is a small lip on each cup that prevent rotation. From what I’m told there must have been some forces involved in rotating this assembly. I talked with one of the engine guys who had experience with Jabiru. He said Jab engines can get so out of alignment they won’t start until cooled down. The UL is of course based around a Jab engine. I was also told Jabiru bottom ends don’t give a lot of trouble.
  20. IFR….. I’ve found this more challenging than expected. Considered throwing in the towel about a dozen times and I’ve not given up on anything since a kid. Main impetus to take it on was reading stats that IFR rated pilots are safer. I’d recommend taking on the IFR challenge to every pilot. Even without pushing through to checkride. I understand that in Australia we have another class of IFR that isn’t available in USA. That’s also worth considering for the benefits I’ve seen. I went to Oshkosh with the thought that I’d give it away at this point with heaps learned and strong radio and multitasking skills that just weren’t there 3 months ago. Then, last flight prior to the 8 hour drive had an “aha” moment. I’m sure instructors had mentioned it but I’d not taken on board. Mike had to explain to Mike what needed doing. Last approach before Osh Kosh I was yet again left of runway. Hood up and the disappointment of seeing the runway off to the right. The light came on. Treat the CDI and the external picture as if I’m seeing it then move the aircraft over and dial in runway heading (maybe with a wind correction). I was back in the air yesterday and brought in 3 approaches that were needle Center stable 80kn approaches all the way in. Well, first one I missed a radio call to switch to tower that CFI picked up. Second two were also spot on and I really tuned in the radio at same time with great call outs on altitudes. The big surprise was when the CFI said we better get you ready for your checkride! 9th August is seaplanes at Jack Browns in Florida. Maybe checkride before 2nd September departure. Maybe not. I’ll take it as it feels right and checkride 2024 isn’t out of the question. You get 2 years here after written. Not sure how long in Oz your written stays current. I purchased that hood. One for myself and one for the flying school. 14 dollars well spent. Foggles and glasses don’t mix as well as it’s a cheat. The Lightspeed delta Zulu has saved my arse. I don’t turn it up full volume and the audio frequencies are tuned to help in the 6 high frequencies. Yesterday Omaha approach had static for whatever reason. I’d maybe not have managed the calls with the BoseA20.
  21. There was a tragedy on French island yesterday. A head on collision. One person died and 2 in the other car were airlifted to the Alfred hospital. They are thankfully stable. All friends we have known for 14 years. I’ve had a number of people contact me so mention it here to clear up. One of the things I hoped for from this forum was to make good contacts. I have a number of great friends from my decade in Taiwan. Established through a forum. That finally happened at Osh Kosh. Fantastic to meet Rfguy and Thruster88. We will be organising reciprocal visits between Cowra and French island. Third year at Oshkosh and I’d thought it would be enough and I’d skip a year. Turns out I can’t wait to get back there 2024. Didn’t even get time to sit in on any of the dozens of talks/ lectures.
  22. Day 3 at Oshkosh 2023. Spent time with the UL guys. It’s a different stand in a very good way since some staff shuffling. Herman Eshius is a UL dealer and well liked and respected member of the Experimental Aircraft community. I felt good talking with Herman. 6 years ago he did the ULPower engine workshop in Belgium and knows the engines inside out. I also spent time with Patrick. One of the UL factory owners. Conclusion is that there have been 4 cylinder crankshaft breakages in the past. One example in USA was a prop strike where it was recommended that the crank be replaced. It wasn’t. It broke later. Other 4 cylinder breakages were attributed to metallurgical problems. A small number. The indications prior to NTSB releasing their findings is that the engine was in a low RPM state with the prop pitched full course at failure. There had been a very hard landing at some point prior to the failure. There was some mention of the waste gate on turbo I’d not quite understood. The airmaster prop is still listed on Airmaster site as suitable for the UL520is. I’m not sure at this point it is. I guess we wait on findings. UL520t on Rans build 1. We have decided to proceed with the UL520t install and fly with due care for the unexpected. The aircraft is fully wired up and ready for the engine to be mounted and painting finishes soon. I’ll be back on French Island early September and looking forward to participating in the first flights. Titan 180hp on build 2. Again, it was great being at Oshkosh and able to talk directly to the people that count. James Ball is in charge of the Titan engine at Continental. Nic and I were given the choice of waiting until first quarter or perhaps second 2024 for the engine with nitride coating or taking a steel barrel next month. James said if we start the engine once a month and use the correct oil the cylinders at seaside location will be fine. He also explained that the coating is an in house process and the machinery is old and causing problems. I took this to mean we really could be way out on delivery time 2024 of the nitride coated engine. So, I talked with Nic back in Oz then went around and ordered the Titan with steel from Jamie. I sent her a picture of a recent Titan delivery to a Rans S21. Ours will be colors as here.
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