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About fallowdeer

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    Savannah VG
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  1. A favourite..... 95951413-A68B-42D8-9C85-D4EB6D7955D8.MOV
  2. Hi there. I’ve put 700hrs on my VG. It carries a factory data plate with 560kg MTOW, 312 empty with larger tyres. Mark is right, can’t be upgraded to 600. Very capable strip aircraft, at lighter weights (I call light less than 450kg) happily get into a few strips/gravel bars that have a total usable length of 120m, some one way with no go around, but I wouldn’t want to try getting out at 560kg. Peter
  3. “The 914 is a "altitude" or boosted engine; the manifold pressure goes over atmospheric pressure. As opposed to a "normalized" engine that tries to maintain sea-level manifold pressure. -When the wastegate is closed the max amount of exhaust pressure routed into the turbo. -When the wastegate is open the exhaust pressure is allowed to escape into the muffler. -Even with the w/g fully open you will get some boost. -the wastegate will be closed at idle. Strange but true: The TCU is trying to reach its target MAP and the w/g will be closed until it achieves this target. -When the throttle is
  4. Hi Jon. Yes my aircraft has the jury struts.
  5. I have owned a VG of similar vintage since about 2013. The data plate stipulates a MTOW of 560kg. The strut attachments are doubled up in line with the modification introduced after the Norwegian crash. When I bought the aircraft the maximum legal takeoff weight was 544kg. This was simply the NZ regulatory maximum weight of 1200lb, converted to kilograms. Subsequent to the weight limit being lifted to 600kg, or 1320lbs I have felt comfortable operating the aircraft up to 560kg. I‘m not aware of 544kg appearing anywhere in relation to ICP’s “certification” and so in my opinion if
  6. I recall doing ASI less circuits in PPL training in about 1979 in PA38s. Can’t quite remember the numbers but something like 1700RPM, 70knts, and 500fpm descent all went together. So just a matter of setting power, trimming for the descent rate and so we must have the speed. Think of an equilateral triangle, we only have to get two sides and angles in place and the third sorts itself. Like someone previously said, a little understanding of what’s going on is more than a little helpful in having a happy long life as a pilot..
  7. Very long story. Part 103.207 (a)(2)(iii) which is about the issuing of flight permits states that the applicant for a permit to fly shall provide, amongst other things " A statement that any inspection, replacement, overhaul or other maintenance of the microlight aircraft or its engine or engine components that is considered mandatory by the manufacturer has been complied with..." This literal interpretation by the CAA of the relevant section of part 103 seems to be correct and has only recently been interpreted to mean that Rotax engines past calendar or hours are no longer airworthy.
  8. I have a 912ULS with an air box temperature gauge. My SOP on shutdown is to park into wind if practical and open the oil filler/check flap to on top of the cowl to let as much hot air escape as possible. Heat is the enemy of electronics and those very expensive CDI boxes are sitting right on top of the engine and they're likely to get a whole lot hotter after shutdown. It's quite interesting seeing the air box temperature on a hot day after shutdown, it can go past 50 degrees C. My second consideration given this situation is if I start up again and the engine has "hot soaked" so I'm
  9. fallowdeer

    Rotax 912

    Whenever there's a conversation about fuel burn vs RPM in a Rotax the very first thing to clarify is (assuming ground adjustable propellor) what the wide open throttle setting is. Without similar WOT settings then one engine at 5000RPM is likely to be producing very different amounts of power compared to another engine also at 5000. Those who (erroneously, and I have seen a few) have their 912 pitched WOT at 5200RPM will clearly be putting out more power at 5000 than someone who is at 5000 but who has WOT at 5800. As an exaggerated example compare fuel used in any engine under load and
  10. fallowdeer

    Rotax 912

    Let's cut to the chase, basic physics and thermodynamics. A 912ULS pitched to wide open throttle at 5800rpm is developing its rated 100hp. At 5000rpm, with the same pitch on the propellor its developing around 65% power, 65hp obviously. A very good guideline for brake specific fuel consumption for a carburetted petrol aero engine is around .45lb/hp/hr. Or about 272gm/kw/hr if you prefer. So it follows that to develop 65hp for an hour you'll use .45 x 65 equalling around 29.25lb of fuel, 4.0 imperial gallons or so. If you like it in metric the numbers are 272gm x 49kw = 13.3kg, or
  11. There is about 75 metres between the edges of the parallel vectors.
  12. The most relevant fact of all is that it seems that the aircraft was not landed on a recognised vector. There is a grass vector parallel to the sealed runway, obviously with a space between. It appears that the aircraft was landed in between the grass vector and the sealed runway.
  13. Well I'll bite. No because a propellor is not a screw boring through the air. It's a wing creating lift. Think of a yacht, a well designed and trimmed sail can sail way faster than the wind speed.
  14. kgwilson. I know you've qualified your post by saying "this century" but Sioux City deserves to be mentioned in any discussion of uncontained failures. Peter
  15. Following this thread from over the ditch I'm truly impressed by how complicated your regulator has managed to make the management of recreational aviation. We only have two classes of microlight aircraft, Class One and Class Two with the primary difference being one or two seats. Any maintenance in the not for hire or reward microlight world can be done by any person (avionics and static system certification perhaps being an exception) with the proviso being the annual inspection which requires a LAME or Inspection Authority. An IA is an authority granted to an individual by the contro
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