Mike Gearon

Ha! I think this was left open for inspection and he’s moved forward since. Well, that’s what he tells me. 🤔

Wings complete. Nic is working on fuselage. I think I’ll be coming back to a complete aircraft. Means we can get working the second one as well as starting on the finishing. I know when you lock a house up you’re only at the half way point. Aircraft… I’m guessing you are not half way! Rans just put this pic up of one of their factory built. A cool colour scheme in Corvette red. The tricycle looks better than tail wheel imo. I’m leaning tricycle. Avionics. I was temporarily excited by GRT. They are definitely up and comers minus maps problems outside USA. It’s Dynon or Garmin. I lean Garmin and no doubt influenced by IFR training. At 25 hours that’s making more sense and I absolutely get you end up a better pilot. It’s just bloody difficult!

Still, GRT looks very attractive with the touch and soft key combinations and a willingness to freely upgrade the touch functions as they progress. Integration with radios and transponders. Inbuilt AHRS. Direct connection to the echo UART ADSB. PFD MFD and a well sorted backup screen. I see when Mike Starkey went for this. Foreflight/ Avplan offer so much in the way of flight planning and mapping. Good thing I’m going to OSH Kosh. Can really dig into this. Also, asked for a quote based on the Mike Starkey install. We will see what comes back and I’ll see if they are willing to do some map work. 2 systems … Maybe.

How did you with GRT? The company suddenly looks good after seeing an S21 RANS build with GRT. It’s Australian maps as my query and was yours…

I was thinking the same. My job is to have these smart guys do the work and the experimenting and I’ll just apply the results. A note on cowlings….. The Pipistrel range being derived from gliders are very serious about drag. The Pipistrel Virus I own in Oz is a 145kn cruise with 100hp except it isn’t. Short version of the story is the 912 fuel injected was causing problems with heat. The early versions ran 145kn cruise and they changed the cowling because of the heat issues in taxi and climb. Dropped 10kn off the cruise.

Also good news…. Nic has agreed to build a second S21. I’d not have blamed him one bit if he’d said what the hell! So, I’m on the orders now for round 2… Aerosport products… ordered a 2nd set of all their S21 goodies except wing tips. Here is a dash comparison with carbon fibre dash from https://www.aerosportproducts.com/product/s-21-carbon-fiber-panel/ Great care has been taken in the layout. It’s both beautiful and economy of eye movement across displays with circuit breakers down low. I designed dash concepts for quite a while and as soon as I saw that carbon dash from,Aerosport and the beautiful switches (these can be custom named) I threw my concepts out. No ego involved. If somebody else can do better I’m happy to pay them. AVIONICS. Not ordered at all just yet. We have a local quote of some 55k for the Garmin as you see installed in the carbon dash S21 with autopilot. This is not certified avionics. Experimental. Seems high. We will explore the Dynon equivalent. Including the G5 equivalent backup and autopilot I think it’s around 30k AUD without install. ENGINE and FWF Ordered a 2nd 520t 220hp turbo from Les. Ordered a 2nd FWF kit inc tricycle option and the modified cowling from UL USA. Ordered 2nd tricycle wheel from Rans. While I favour the tail wheel there is an insurance component to tail/ tricycle that’s prohibitive and probably going to get worse. The tricycle tundra tyres also for me personally as a better cool factor than the TD. There is a statistically greater chance we won’t won’t have to repair a tricycle S21. I’m confident in tail. I’ve landed a twitchy Pipistrel TD 50ft wing dozens of times. It’s long flights and tired is my concern and that period when the aircraft has slowed and control,surfaces nit as responsive and I’m also slow. We will see. PROP I’ve agreed we should go Airmaster CSU. My experience with a rotax 100hp CSU in a LSA that could easily have been fixed prop and the 220hp in a GA are quite different. OTHER… Paint. I’ll discuss at OSH Kosh with various suppliers. I know the Stuart systems rep pretty well. Ex controller and GA pilot and it’s a great product. https://stewartsystems.aero/metal-composite/ ….. more research. other?

Well, this was a super exciting start to my USA day. Nic has the inspector coming out prior to wing skins being completed. Nic being meticulous has the rivets dipped in paint before application. A laborious extra step and we do appreciate input from a fellow builder who rebuilt a very old aircraft. Corrosion between metal parts and under rivet heads is a thing. We were already painting surfaces that will be in contact.

And…… here’s a world of experience on show. It was probably only a year ago I started over French Island unpopulated areas with low level turns. Legal ones!. Quite different and brings a whole new level of attention to a 30 degree bank. I’d not thought about ILLUSIONS over ground due to wind. Very thankful for this info! and yes, yet again it turns heated (OME) and you want to look away. Thanks OME for kindling the discussion fire. I was surprised to see you back. I also admit to now understanding a bit more why you’re controversial. Fractured facts or theories aren’t helpful. (Sorry to say this 😞 but I agree with safety and facts first and thought experiments should be relegated to well… maybe RC as you mentioned. These can be repaired easier than us) Note…. We wish pilots would stay clear of the houses on French Island. There’s absolutely no need to be doing turns around a point over farm houses. It can freak the residents out. They can think they are being targeted with nefarious intent.

I learned this flying paraglides. It feels so strange to turn into the wind. Except you aren’t. You’re turning within the parcel of air. It’s only ground speed and track knows it.

A couple of updates. 1. Nic is charging ahead while I’m in USA. I’m IFR training and Nic continues building. Wing getting to skin stage. I think the fuselage will be finished before I get back in August as well! Nic is a committed hard charger in whatever endeavour he undertakes. 2. I’ve purchased a 2nd S21 kit. It’s 1 of the 5 that came to Australia recently. The owner has overseas commitments and no time to build. I’m going to discuss with Nic if we finish the first S21 then build a second. I do recall him saying “just the one kit” I think it’s an addictive enterprise. We will see. I may have a TD kit for sale…. Seeing as there is a 12 month and more wait for kits and this is instantaneous S21 kit build in Australia gratification I’m not too fussed on current ownership. 3. Garmin or Dynon. I was fixated on Garmin because of the IFR training. Dynon does look to be a sensible bang for buck option. Can’t fly it IFR obviously. I’m not sure if home build with certified instruments allowed to fly IFR approaches. Whatever, not worth the cost or staying IFR current. It’s a big commitment. I’m just doing to increase skill set and apparently instrument rated pilots have a lower risk and especially after 350 hours. I’m pushing both now.

Aviate. Navigate. Communicate. Aviate. 1. Best glide. 2. Attempt to rectify the problem. Fuel. Electrics. (I figure this is part of aviate to keep the aviate part in the air if possible) 3. Wind direction. Navigate. 1. Awareness of the country you’ve flown over with regard to emergency landing. 2. Country ahead with regard to emergency landing. 3. Wind direction and how it would influence a decision in any direction. Say over mountains with flat ground in glide range ahead and behind you. Check airspeed to ground speed and commit to a direction. So many variables. I’d not be overthinking it. Communicate. 1. If possible communicate with Center. I guess if you had a 50 or 60kn head wind you could sit there in the one spot to really get a handle on the whole aviate, navigate and communicate. However, it’s stuff I don’t think you want in your head. You’re sticking to your training. It keeps you calm. You’re in a process of elimination of possible courses of action. Narrowing focus to the ones you will commit to.

Those are all solid body from what I can see.

Spruce have a number of options. This one has a stainless mesh filter. Definitely nice to see fuel! Does the Gazelle have ability to turn off either tank and if return line where is it coming back to? T in line or a tank? https://www.aircraftspruce.com/catalog/eppages/knfuelfilter.php

That’s good info. I guess it’s also a matter of experimenting with settings. I know when I chase my buddy who can run 140-145kn cruise (Blackshape retractable csu 912). and I’m maxed at 130-135kn 5400rpm (virus 912 csu) I’m using a load of fuel. Say 23-24 lph. I don’t want to slow him down too much so cop it.

That is surprising and might account for why it doesn’t seem to “a thing” in Australia. I don’t know if the Floods are aviators. I knew Bert. I knew Trevor very well. Went to his funeral. I know Gary and Vicky from the old motorcycle racing days. That’s a conflict. They’re good people. The data on decalin is solid. It converts the lead into a white powder that’s not going to sludge up the oil or damage valve seats. Here is a known expert who pulls tons of 912 engines apart. https://www.rotax-owner.com/en/general-tech-discussion/6787-decalin-fuel-additive-lead-scavenger

Somebody mentioned puddle jumper floats on here. I didn’t want to start a new thread… I’ve just talked with Patrick Vinet. puddle jumper guy. 15ft floats (1250lb) rudder, salt water kit and maybe brakes (waiting for reply on salt water reliability. I’m busy right now because I’ll ship a 20ft with the Pipistrel, quicksilver and some rans bits. I think the QS in the hangar could be a favourite summer weapon to pull out. Nice part of floats I didn’t realise until flying seaplanes is your runway is everywhere for emergency landings. 6 weeks to order and approx 10-11k USD

I’ve just talked with Ronnie Smith. American long term expert on Rotax. Long and the short of it is economical flying at the 5000 to 5200rpm range. 5400rpm is not going to damage the engine. It’s just using a lot of fuel. I didn’t get into the subject of Avgas. However, it’s just a fact. Run Avgas with Decalin additive if you don’t want to sludge up your oil and damage the valve seats. Preferably run fresh clean mogas. I didn’t get into the subject of 5,000rpm high manifold pressure. Here’s an answer. If more oils being used at low RPM that’s obviously an unhappy piston ring assembly.

Well, I’ve just had a thorough education. Called Ronnie. Nice guy. He is visiting California running rotax courses. I’ll order when he’s home. 1. Yes, Ronnie was the originator. The others copied. Edge does get their cylinder made at the same place as Ronnie. They start with a different billet. I trust the spec Ronnie runs. Particularly when I now understand Edge will provide my 80hp with a 120hp conversion and they use the same cylinder for 80 or 100hp. Ronnie explained the remaining material is too thin on the 80hp. 2. Pistons. I’ve seen some controversy on skirt cutaway. Ronnie runs his pistons as close as possible to Rotax spec from a known piston maker. He has top ring from a Phoenix supplier that is superior. I was a bit overloaded at this stage to take good notes. Very appreciative of your comments Mark. I’ve just texted Ronnie. He’s confirmed back I can change the 80hp to 100hp. That’s actually plenty. I’m cutting the 49ft motor glider wings down to 31ft… well, I’m having the USA Pipistrel go to guy in New Mexico do it. Just has to rehinge the flaperon end. If this thing just stayed on the ground I’d enjoy tackling it. More careful seeing as it flies. Tundra tyres and It’ll look like the pic below but not as shiny. 20 year old aircraft. The 36ft wing version with 100hp is am economical 145kn cruise 17:1 glide I’m cutting down to 31ft to fit in hangar and possibly 13-14:1 glide. Just have to find a pilot willing to find out what the cruise and VNE is going to be. I’m told the wing camber/ dimension tail and boom are identical on the Virus. 165kn VNE It’ll be my daily commuter. Just has to get in the air and fly over the water. About 8 minutes to save 2 hour car/ ferry/. Ar trips. Some trips 40 minutes north to Wangaratta farm. S21 will be for the more serious flying.

I’m having 2 days off flying. My CFI has 2 days off. It’ll do me good as well. Mount Rushmore visit. Not the 4 presidents. I’ll ignore them. Visiting Crazy Horse. The original sculpture was formidable as of course was Crazy Horse. Be nice to see it finished one day. I finally have a complete understanding of VOR’s. in USA for checkride you have to be able to find one, check the Morse code then fly toward it and then tune another. Same for IFR for PPL in USA. You do it just enough to either find your way home VOR or 180 degree from IFR conditions. Pass checkride. I finally get how to tune a VOR and determine if I’m flying toward or away from it and which side I’m on. Only taken about 4 weeks and it’s suddenly easy.

Glad I asked. I was told from one source that Edge sourced from then copied American work. It’s obviously more complicated than that. Zipper, edge and stol creek are easily found for big bore kits. https://flysmla.com/ Doesn’t actually mention big bore kits from what I could see.

Is this ordered yet? I was on the phone today with these guys. http://zipperbigbore.com/1484-zipper-high-power/ My Rans S21 has the UL520 on order. I have another project with 80hp 912 that is going to get a HP upgrade to 120hp for 4.5k USD plus Replacement ignition modules with soft start. Their tech guy Hal is one of the top STOL competitors in USA and many years on engines.

In the USA you have Sheppard IFR as a learning tool for 45 dollars. It’s the potential FAA 1200 questions and you go through in a sequence. First is with correct answer only. Second time is with all multiple choice. Third time you mark the ones you didn’t get. You go through these and repeat. If you get 90% you’re ready to sit the exam. I’m at 90% for about 400 questions. So, a ways to go. Sounds like this is easier than Australia. I have a very smart friend who’s failed IREX in Oz. I think it was management time on questions and not moving on in their case. I haven’t remembered this yet in order to forget it.

Hey, that’s good info. If I don’t get through this in USA it’s an option. Today is overwhelmed day. Why the hell am I torturing myself? I’ve learned to fly, speak and write Chinese (not perfect by any means, get around Chinese) and learned to play the guitar (inc bends and slides) in recent years. All hard. all rewarding. IFR is harder!

Yes, I’ve thought as well of the reduced stress of a simulator. Hot summer conditions here are playing hell with altitude. 1100ft climb yesterday with thermal and attitude in the between brown and green. 1000ft descent followed and a learning experience. I pulled up too hard and had the CFI gentle the response. I’ve banked that one for future reference. Without visual clues it’s easy to overdo. On that subject … steep turns under the hood yesterday. That’s a scary experience you’re not going to get in a simulator. Also, while the USA has great aviation resources Rapid City is very country remote. I’ll ask today if we can cross country to a sim. 5 hours today. We could get somewhere. We are mixing it up. DME say 10 miles out on VOR as fix as example and yes timed or NM let’s Establishing in my head the whole thing is still a little out of reach. Yesterday we were doing TO/ FROM and reverse sensing. I get this. If direction and VOR are opposite it’s reverse sensing and I fly away from the line. Yeah, can do that. Then add a hold fix and I’m totally confused. In a sim I can see it’s easier. Pause and review.

Hey Brendan. I think we all want to help with new pilots considering the trials we’ve been through ourselves to get to the rewards of solo flight. I’ve posted up here what I’m up to in IFR. It’s like going back to the start. It’s hugely challenging. I had an awful landing then yesterday a good landing. Today I took off once and landed 3 times. The CFI reminded me quite joyfully when filling in the log book 😀 It helps a]to have a great CFI. My 27 y.o. Is very cool.