Exadios

While I have been a pilot for many years I have also been in the IT industry almost as long. The idea of being able to see and track other aeroplanes (and cars, boats) is really easy to fulfil provided only that each aeroplane to be tracked has the same software on board and computer switched on. As it happens I am currently developing such an application now although it will not be seen in public until Windows 8 is released later this year. The application is intended to run on a Windows tablet computer but will also run on both netbooks and laptops. It will also run on desktop PCs so that family will be able to track flights. I should point out that the operator/pilot will always have the choice of being able to be followed and who can follow her/him. All software required to us this application will be free of charge.A few other features may be built into the application - internet access via the mobile phone system and WiFi, VoIP telephone calls.

 

The most difficult part of this system is obtaining LED or LCD screens that can be seen in direct sunlight, however I have found a source for these screens in a number of standard sizes.

 

Should anyone be interested in this kind of application I would be very interested to hear from you regarding features you would like to see included.

A friend has organised me to go up at Benalla in the not too distant future. I hope I don't disgrace myself

Hi all,Found these 2 good videos recently and though why not post them here.

 

This first one is a pilot somewhere in South America I believe who stuck a camera behind him in the cockpit of an Airbus A3something and condensed a whole days flying into 8 minutes by filming from the gate to FL100, and from FL100 back down to the gate.

 

P.S. Mute it and choose your own music, trust me...

 

The first is of the "famous Paraná Express" which has five segments: Curitiba, PA/Guarulhos, SP, Guarulhos/Curitiba, Curitiba/Londrina, PA, Londrina/Curitiba, and Curitiba/Guarulhos. I hope you noticed the good Qs near Londrina which is in good gliding country. :)

The second starts off with a landing at what looks to me to be Santos Dumont airport in Rio de Janerio, RJ. There are some good views of the Botofogo (for those of you who are interested in soccer) and Gloria district of Rio. I think the other airport is Congonhas, SP (which should be closed!).

No worries, I didn't stay long as I was "on the payroll" so had to go.Pud

Opinions on the usefulness of RASP and SoarCast etc tend to have theological characteristics. But, no dought, both are sometimes right and wrong. IIRC the forecast TOL was pretty good on that day.

The weather forecast you saw was typical of the detail that we look at every day the club is flying. We need that sort of info to set a reasonable task.

From day 1. Thermalling in a thunderstorm above mountain ridges, with rain hitting the wings and lighting strikes all around, would scare the crap out of me. This guy seems to be comparatively cool about the whole situation.

Sorry I missed you. I haven't been monitoring this site so I've just now read your message.

The overall results are now up at the link in my first post.

Article here.

Are you in the competition Exadios? If you are I might come to Narrogin to try and put some pressure on - you know, spectators!!

Pud

There will be a NOTAM but I suspect that there will be a number of people flying down for day trips, etc. So come down. I don't know if the flying club is putting on a BBQ. Give them a call.

Web site here.

A 1000Km flight.

https://www.youtube.com/watch?v=itIUm6vExEwNot much explanation needed, can't believe the skill and nerve of these RFDS pilots.

This landing looks like a standard night landing to me. However RFDS (and others) training includes engine out instrument approaches etc. I have seen RFDS abort landings and fly back to base. They will not take unwarrented risks.

Is this Chev engine a true LS1 or is it substantially modified? What have they done with the cam timing have they had to close up the lobe centres to get the torque / power they need at 4500 WOT. Is it computer controlled and injected or mechanically controlled and injected? I would assume the former. This is obviously at max power output at that RPM which is limited by prop pitch.We used to do similar things to these and Ford push rod V8 engines in Jet Sprint Boat racing and we had special cam grinds that closed up the load centres so we were getting nearly 400 HP at 4500 RPM but they were right on the detonation limit which is not what you wanted in an aircraft engine (and we used Avgas). They also had a pretty rough idle, difficult to start due not a low enough manifold pressure at start, would flood easily and be difficult to restart flooded and used huge amounts of fuel. So the fuel consumption per HP would probably be similar to the Lyc in an aircraft application ... is that he experience?

 

What is the TBO on the LS1 we have been told it is 1,000 hrs on the Ford V6 ...

I generally am not a fan of auto conversions, but as I have said before, I believe that this alloy pushrod V8 has potential. From 350 to 280 HP is not a big drop and I would expect some modifications to the engine to be desireable, to achieve reliability.The life of a Lycoming in Tug or Para drops is not very long. The biggest problem is head cracking because of thermal shock, so the period between cylinder changes may be quite short, and it's expensive. Modification of handling technique may help but the situation demands quick times or the customer is not happy. The pawnee is heavier than a tug needs to be and they are all pretty old..

A Pilatus Porter ( Pt-6 engine) would have to be a good jump ship wouldn't it? . Suppose it's too dear. Nev

I think most of the Ly failures I've seen are because of metal in the oil at about 1300 hours.

It is certainly more efficient, but there is always a weight penalty with water cooling.Because they were not designed for constant WOT applications which reduces the engine life. I am curious as to the real TBO of the ali Chev motor.

The LS1 is not run at anywhere near its maximum which is 350 hp at 5400 RPM. When installed WOT is 280 hp at 4500 RPM. The agreement between CASA and the owners Pawnee for the original Ford V6 implementation was 1000 hours. I don't know if that carries forward for the LS1 but, even if it does, the cost of the latter makes it very much cheaper than the Ly at 2000 hours. Of course the real life of an Ly is closer to 1000 hours than 2000 hours.

How much power was a 350' V8 producing in the 40's? Engine designers has made huge gains in efficiency, the LS1 carry 10s of millions of development that Lycoming just can't afford.

I notice that the GFA uses the Lycoming's rated life of 2000 hours. However, I don't believe that any of the gliding clubs have got this sort of life out of an engine.

True, but the point I was trying to make is that each litre of fuel contains just so much energy no matter what engine burns it. The more horsepower,the engine develops, the greater the fuel use .... Whilst there is some difference in efficiency from one engine to another, I would be surprised if the Lycoming was 20% less efficient .... but possible I guess.cheers

RD

I believe that one of the tweeks is to adjust the LS1 EMS for max effeciecy at the revs used for a climb of 600' / min.

I was of the belief that there was Chev V8 powered Pawnee at Lake Keepit (Manila / Tamworth area), can anyone confirm that .

I was of the belief that there was Chev V8 powered Pawnee at Lake Keepit (Manila / Tamworth area), can anyone confirm that .

I think the GCV at Benalla was talking about auto engine conversions for their Pawnees, but they eventually decided(I think) that the power claimed was exagerated and that the good old flat 6 we were already using was the way to go .... 265 hp if I think. At the time we were plagued with constant cylinder cracking no matter what descent regime was adopted. The problem was "cured" or at least diminished when we stopped using refurbished pots, If I remember correctly ....I can't remember the normal climb rate, but I do recall , with selected glider pilots, thermalling the combination using the rate of climb indicator plus seat of the pants and often seeing well over 1000ft per minute climb ..... even with a glider loaded with water ......

 

cheers

 

RD

If the option was avaliable to other clubs I feel sure that all three aerotow clubs here in WA would have reengined our tugs. I image the the eastern states clubs woud do the same.

The thing is that it only takes having to fork out $50000 for engines on a few occasions to make one think of possible alternatives.

The normal climb rate with a glider attached is about 600' / min. Like all clubs we too thermal the tug to get the 1000' / min that you have observed.

Good Plan, does the article mention or does anyone know what the PSRU they use with the LS-1 .JimG

If you are interested I'm sure that if you write the club they will give you details.

A more dramatic video of a snatch launch.

There's an interesting article in the September / October, 2011, edition of "Gliding International" about Kingaroy Gliding Club's V8 Pawnee tug.

The old Ford V6 has been removed and replaced with a GM 5.7 liter V8. As installed the engine develops 280 hp at maximum engine RPM of 4500. GM's specifications for the engine are: max. power 350 hp at 5400 RPM (red line is at 6000 RPM). So the engine is derated for use in the tug.

The engine drives a three bladed prop via a 2:1 reduction drive.

Climb out is typically at 4250 RPM which yeilds a climb rate of 600' / min. for the tug glider combination.