bones

I just got back from 2 months over the NT and the opal is on the decline already, too many cars failing due to it, and the opal is worse for sniffing than the normal, the resourseful "people" in the area found a very simple and common additive to give them a better hit. believe it or not they break up a bit of bitumen, put it in a cup and the fumes off that arrrrrr.

The E-1 would be better choice i would think, more operating feilds to use, like volts,2 egt 2 cht, oil pres, oil temp, hour meter, a count down timer for services, a read out max and min values ect,, good to use easy to read, no probs so far, fitted in 4 gyros, i have imported

According to the American standard wire means is this: the red wire - - (negative), yellow wire - + (positive). According to the European standard cables is determined as follows: the green wire - + (positive), white wire - - (negative). For future reference incase anyone asks :)

I have a rotax 914 i am about to try wiring up, the first problem i have found, and i have no knownledge of this subject. The instrument i am wiring in is a Stratomaster Velosity E-1, the instructions say the Egt probe wires should be + is yellow and - is red. The problem i have, is the probes i have use white and green wires. Does anyone have the answer for which wire is which, and is it critical to have the + and - the right way. The other thing is the oil pressure to the instrument only requires 1 wire, yet there is 2 coming out of sender, so i presume 1 needs to go to a + feed and the other to the instrument? Ok just found where these 2 wires used to go on a flydat, does anyone know the + or - of plug numbers 13 and 14 on the back of a flydat?

Usually if a 912 wont start no matter the temp, change the plugs, and the problem goeth away, i always know when my plugs are about 500hrs, it start no wanting to start on cold morning, just got back from 2 months flying anywhere from a high of 4* to -5* and the motors started straight up, mine was starting to get sluggish, so i just finished service and done the plugs.

Well the switching off the mags, one at a time is bad for a 912 from what i heard? This was blamed for my sprag shatting itself just a wee while ago, must admit with the new sprag in and the bigger starter, that motor sure gets a rude awaking. The 914 really doesnt clunk like the 912 because of teh lower compression.

I just dont get the AN measuring system at all, proves i must be dumb i guess.

Only 1 thing to say really RROOTTAAXX, pretty bad when you got to chip the ice off the carby, pull the chokes on hit the starter and it fires straight up, damn that means i got to fly now But i spose it better to be frozen up there making money than sitting on the ground costing you money :thumb_up:

Rob, Yep not one of my brighter moments, so i changed it abit, cause im too lazy to type another big one:)

Whats it doing on the floor? put in in something and use it

A LTL machine can throw issues at you also, the ideal machine should be within about 50mm + or - from clt. It is not that hard to design and build a machine close to CLT, why some manufacturers dont is beyond me, apart from the fact that to get it CLT usually the seating needs to be high so this makes it harder to get into, so they stick with the low seat, for costumer appeal, but they forget to say ohhh its easy to get into but it will kill you in a heart beat with the right conditions, this is very aplicable to a make of machine you didnt mention. The HTL becomes an issue when if you can visualise the following. The only thing stoping the machnie from rolling forward in the sky, is the drag of the rotors, then all you need is a thermal/wind shear to take that drag away for a split second, and over it will go, and it will get to an unrecoverable situation in less than 1 second, especially at high speed with a high power setting on the motor. A CLT should hold a similar path even with the rotor drag removed as above, and the rotors will grab again before things go pear shaped. A very LTL machine can cause other issues. This is dependant on a lot of variables of course, but it has happened alot to a particular type of machine, even killing instructors, mostly in the US, but they have burning holes in the ground all over the world, cant remember one in OZ. Hope that helps :thumb_up:

Howard, Been away working, back home for a week of R&R and unload :) The makes of machnies you listed above i will try to cover as fairly as i can. Xenon's are as close to clt as possible really, The cog does change in flight as fuel ect burns off, this is the same for all aircraft i guess. M-24 now IMHO is htl, BUT it has a huge hs to counter this, and from reports flys stable. mto sport, close to clt from reports, but they have started having frame cracking issues, and offer problems of late with the rotor intersecting the prop, so if you make a bo bo, you shorten the prop. sportcopter, would be close to clt also, though i dont know if there is a dealer in OZ as they are Yanky made. On take off the rear wheel doesnt/shouldnt touch the ground, but in landing the best and shortest way to land is to land tail wheel first, and really load the rotors to stop short, the machines are designed for this so no probs there, Be gone again on the week end, but Rob can help you out with most questions i would think.

JG3, Matei would be checking wiring real closely, not saying you havent already, but that just doesnt add up, after getting it warm the old module now works, usually electrical parts work the other way good cold, bad, warm or hot. I feel your frustration thou :)

Hey mitch see you found this site too, i just like to look through threads its interesting to see some of the things that come up.

Any one interested in an air box to suit a 912 or 912s. Brand new just landed on my door step, only thing is i order one for a 914. It comes with a mounting kit, heated air attachment, with linkages for simple single lever swapping over from heated to fresh air. Price $1200 plus you pay freight. Floods want about $1500. Going to send it back soon, if no one wants it.

There is machines for sale in just about every range also, you just need to know where to look, just recently very nice 2 seater for 48k. sold, another for 56k sold, ect ect. It depends on what you want also, i can get you a nice single seater 912. 30k See they are there just know where and who to ask :thumb_up:

Compared to what?

I hope your not talking about gyros with the cost, they are now more expensive to run than a FW with a rotax, only after the rotors run the hours, 800 for general flying, how long will it take you to run up 800hrs? Unless you fly the rotors i fly which have a 2000hr life, but it costs :) This is more like the stated speeds, i can come in land at 20kts, and land with 0 ground roll even with 0 wind, but as always it TAKES PRACTICE AND EXPERIENCE to know when to do the right things.

I agree with Nev, i changed mine at 850 hrs and no probs. Hey Pete was it you this morning in the towers, i just missed you all, you were leaving as i got there, oh well i will get down to Mont soon.

Man they have had bad luck over the years, i remember another crash there years back too.

You see this is one of the most misunderstood part of gyros, the rotors are being powered by the MOST reliable motor there is when your flying the WIND, once you get off the ground, the rotors will NEVER EVER slow down under the slowest rotation speed needed to carry the weight under them, under normal flying condititons, ie unless you go Neg G, which rotor systems really dont like any way. The rotors are a self governing system, so this means the more weight under them either real or artifical(G forces) they will just spin up to carry more load. Engine out situtations are a real non event, as the speed at which you can slow up to is amazing, and the ability to land with no roll, and or vertical is just another plus, if you do go to the NATS, have a chat to a couple of guys, ask the questions, you will be surprised. Hope i didnt bore any one, but i was just trying to explain why i love the gyro so much, for safty and ease of flying in rough conditions they can be beat.

As stated before, its just a real good get together, we try to move it around each year so next years one i think is in the top of NSW, a pity i cant get to it, but there is a few low key comps, like flour bombs, a nav course usually you nominate the time it will take to complete the course, then you have a question sheet after you land to try and remember things you SHOULD have seen on the course. spot landings and estimated take off distance, enigne out landing comp just to give you an idea.

Ok this is from somo one who knows NOTHING about sailing, but wouldnt you be moving the boats if you knew the storm was coming your way, like get it out and head up the coast out of the way ???? im confused like if my machnie was sitting out somewhere and there was a cyclone coming and i couldnt get it in out of the weather, id be flying it somewhere else.

Minimal wind here, and only just started to rain now properly, still only light rain, so much for the big down pour they were warning about, the low is only about 100kms south of us nowish. Charters towers

Mick, From an instructors point of view, the most frustrating part for me anyway is when the student HITS the wall, and actually goes backwards usually for about 3 hrs i find, somewhere around the 10-15hr stage. The only thing i have found is to just keep telling them where they are going wrong, and praying from the plateu to end, cause i can see and hear the frustration in the student as well, it is very natural what your going through, havent had one that didnt yet, hoping for the first soon :)