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RFguy

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About RFguy

  • Rank
    Well-known member
  • Birthday 27/12/1970

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  • Aircraft
    J230D
  • Location
    Canberra
  • Country
    Australia

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  1. Just to confuse you I'd actually use 2 x 10,000uF, 40V , in parallel instead of 1 x 22,000 due to the high ripple current. But 22,000uF is what people use and the hours are relatively low for them. and I dont know about the mounting- it is highly likely the mounting for TWO would be much more difficult than for ONE. I can hear Mark saying "Glen don't complicate it ! " :-) so yeah, just 1 x 22,000uF 40V or 50V. will be fine.
  2. that cap....buy a 105degC rated capacitor.. or replace a 85degC cap every 100 hours.
  3. Right on Turbs. 100%. after the initial J170C ventral fin kit which solved the directional authority in landings, the D version went with a bigger tail , different thrust offset, and moved the engine forward a little to improve load carrying CG. Still, I think these are super and safe and forgiving airframes. Up there with best in industry. Very happy with my J230.
  4. 912 starter specification is 75 amps. Most lithium batteries are short term happy to provide 3C (3 x capacity) so a 20 to 25 amp hour battery is about the size you want minimum Regulator may need current limiting as an empty Lithium battery will drink like a thirsty horse and may overload the alternator charging circuit, Mark Kyle can elaborate I am sure on the charging. while you are there, ensure the system has a master battery isolator located adjacent to the battery. Not like the Jabiru where the full battery current goes through the firewall without fuses or
  5. I'm sure there are some fluid dynamics online model that use digital terrain models. (good ones- less so google earth as it is pretty soft (low resolution on the edges) so you can get a visual picture of your region for a specific airflow
  6. Indeed. Have been reading about what causes these eddys to detach from the surface and go off onto the plains of the western slopes, 20 nm away. The fluid dynamics are the same as the small heatsinks and printed circuit components I work on at the milli-meter scale- except that the scale is bigger ! These are actually known as 'detached eddys', and there is a critical shear velocity to make this happen- where they let go of the local surface , I never knew this definition, I generally don't run airflow in electronics cooling to those sort of conditions.... I
  7. Wow Mark, that's quite a story. Maybe my anxiety/ discomfort I felt was actual fear (from one side of my brain) PLUS the hyper-rational side of my brain also saying "airplane wont break dont worry".
  8. F10. I bet Yarram as a fairly high water content this year. I would suggest keeping it well aired. and on a pegged out tarp. and warm with an electric blanket thrown over the cowling. power I here you say ? For power, this can be done cheap... buy some removed solar panels from Gumtree, there are lots of 180 Watt etc panels pulled out, they'll sell for near free. scrap value. (current panels are 300-400W) . You can put a tech screw through the frame from underneath, just a dob of grey roof and gutter sealant (netural cure) where the panel frame mates the roof.
  9. Thanks everyone for writing their experiences. And TurbAero- well that incident over Turkey sounds like you will never forget. I can only guess there is a threshold wind speed ..... IE the production of turbulence is non linear with airspeed. Just like other aerodynamics, IE the turbulence gets 'detached' from the area of the rough surfaces and continues. Some reading required to understand the precise mechanics and airspeed-severity curves and statistics. I am familiar with mountain turbulence, living in Canberra and Denver .. it is a regular feature from t
  10. Now, that NARVA unit you mention, Narva stuff is OK, but there is little quality control and variable manufacturers. Consider you want to be able to cut the battery very close to the battery. A hand mounted switch might not permit a suitable mounting location. All GA aircraft I've looked at have a contactor (relay) near as damn to the battery. I have bought a high ambient temperature , vibration rated and 250A rated , contactor, with screw bolt terminals. for my Jab to install...was about $40-60 I think. The ones (isolation contactors) I see in most
  11. In times when you might need a twin, give me a single reliable engine and careful operator and airframe parachute over a twin....
  12. It is WHY aircraft users should use Lithium Phosphate batteries ( LiFePO4 ) Not "Lithium Ion" (various chemistries- cobalt polymers etc) . You don't get runaway meltdowns like classic "Lithium Ion". There is an energy density penalty with LiFePO4, about 25%, but you get safety. Nearly unconditional stability.
  13. Bit of a story here.... Well today, at Cowra, YCWR I did my morning exercises as prescribed by my instructor, EPs, one overhead. Got the hang the descent rate of that aircraft, now. not much wind to speak of. practicing my coordination in figure-8s Then. Then after doing some other stuff, coffee, decided to just go for a leisurely fly @ 96K CAS (16lph), instead of 115K CAS (26 lph) . Have a look around. loiter at 2000 AGL... Went down south, around a bit, very nice, then headed back north and a 35 kts headwind came up. Not to worry, no hurry. Back North for 20 mi
  14. Jab flaps control location : I actually want to move (or add a 2nd ) my flaps control of my Jab from down there cluttered between carb heat, choke and cabin heat , between other controls to the spare area right next and above the throttle. That way I could keep my hand on the throttle and drive the flaps in the same hand instead of having to reach over with my throttle hand, reach long and lean over and stretch, and look down where my hand is , when I should be looking outside the plane during a rather critical manouver in a late go around..... ideally, first s
  15. nose up ? I dont think so if you are onto the stick like a tiger and arrest it if it tries to... application of a full power step I would think would be more likely to provoke that. I would think those flaps would normally move centre of lift aft slightly. nose over a bit , but then the airflow over the elevator changes, also. It looked like a stall to me because at the initial nose up, it looked like poor roll control -IE stalled outer wings .... (or suboptimal pilot technique), only looked at it once..
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