bones

Hi Bones, the DA would still effect the aerodynamics regardless of the engine efficiency.cheers

i dont know enough about it to agrue one way or the other, just my passing thoughts, but it does bring things into reality when a couple of highly experenced guys can come to grief, and i think back to some of the down right stupid things i got away with........when ya numbers are up.......

Holy crap, i just stumbled upon this thread, Heon tried to help me with so many troubles i was having with my 914.

Just a thought, IF his plane had the 914, the DA wouldnt really have been an issue, the turbo removes the DA thing, they just keep delivering the hp regardless of DA,,,, within reason..

fly with blue skys fellas.........

Well since there was just too many pages in this thread i decided since i had a slack day to investigate a little further.

Removed the instrument from the gyro, and disassembled it, hmmmm no internal battery, just a printed card inside, so it got me stumped how it holds its memory, but will take it to the puter shop and see if they want to look at it.

I got a fuel mizer gauge not is not holding its memory, does anyone know how to fix this problem or is it a throw away and get a new one, great tool to have, but not when its not working.

The problem is as soon as you turn off the power it looses everything, the calibration, fuel level, the lot.

Thinking its internal battery has died, wondering if anyone has any info???

Now the thread is warming up...!Gyros. Sorry Bones, but I just don't trust myself!! I know you need to be 110% when flying, but I have the feeling you have to be 130% when flying Gyros??!!

I thought it might have been you Simon.

I wasnt saying that HTL were the only cause of Smoking holes either.

It seems that lately the RAF's have had more than their fair of smoking holes, and the fact that most of them are about 18" HTL is nothing surprising really.

The old Air command , were also HTL and after getting into(in hind sight) a PIO, and shoving the throttle shut, cause i didnt like the feel of what had started, its not hard to imagine, how easy it would be to leave it go for another couple of secs, and i would have been a smoking hole hole too.

This machine only had 65hp, easy to see how something with 180hp can get into trouble real easy

MAN, that's awesome

"To state that HTL machines "typically have problems with PPO" is a bit on the strong side."

I would say most of the smoking holes in the ground were made by HTL machines though, i have more hrs in HTL machines to know, and that is why i found out why my work load was so high i was glad to make the change clt OR at least machines with very good sized HS, even the(i cant put the name up, it starts with Z) is a HTL machine, but it has a HS the size of a dinner table, and is one of the most nibble, stable machines i even flown, and i got a few hrs in differnet machines.

Try this http://www.pemet.com.au/

Ok well i couldnt for the life of me find a "for sale" section, so i but an add in the classifieds as well as this

I have a 914 TCU and waste gate control motor for sale, both brand new, never used

make me an offer

Great topic but I can add a few things here, from personal experience. Search and rescue work is nearly always conducted in remote, rugged and unforgiving terrain and on nearly every occasion I have been involved with, the weather has been terrible.Search and rescue work is not easy. Searching by air is not just flying around looking for people on the ground. Even with a spotter on the ground it is physically very demanding and draining on both the pilot and spotters. Anyone who has searched intensively for someone in even moderately timbered areas will tell you that after about 15 mins your eyes start playing tricks on you and you need to be acutely aware of the spatial disorientation effects. One up in a trike or other smaller craft would be very demanding on the pilot, not even taking into account the terrain, conditions etc at the time. To effectively search by air, you have to be trained and be aware of the numerous issues effecting your body and mind when doing it.

The one piont i would like to bring up is this, a couple of years ago, a glider went down just east of YCHT, i was at the airport the afternoon he went missing, and was asked if i could be there at first light to help look, of course i was, well after 3 hrs flying with my misses for a spotter, i was working my way back for a fuel up and go again, then the powers to be FOUND out :cops:that i was flying a GYRO in the search, i WAS ORDERED to land and take no further part in the search, however they were happy for a few FW a/c with the same motors to continue in the search, and be paid for the fuel.

I of course didnt listen to them and continued anyway, the wreckage was found within a search area that a C210 had covered that morning in heavy fog

Here is a bit of info for you, the reason grids work, is because cattle, and horses for that matter have no depth perseption, so i guess all they see is a big hole, no idea how deep :),

That why cattle and horses normally will jump into a water hole, because they cant tell how deep it is.

you wil actually find in some places there are just lines painted on the road to look like a grid, they work til the cattle work it out.

heres something else for you, cattle will walk up steps but not down(can be forced, but they dont want to, again because they cant tell how far to the next step)

If it was on a gyro, it would be a pusher, was the motor a 2 stroke or 4 stroke for directional, and i doubt a 582 will pull 13*, my 100hp 912 only pulls 11*

If it were a 4 stroke i might be interested.

Find out what what motor and redrive it was on.

basically anytghing you put a match to and it burns that motor will burn :) averaging about 120lt per day through mine now, these motors arent real chooosy what goes into them

Our savvy with the 100Hp and prop piched at 21deg,

I dont know the details but there was definately a plane ended up in the lake thats for sure, damn funny listening to expert descibtion of what happened, it was a crash but the plane didnt sink because it was a plane that could land on water. WTF cracked me up it did.

I was just talking with a couple of guys who know, i dont know his exact hrs but they would be low, dont know much more than that atm.

So you finally got the thing in the air did you??

Now i spose you finally get up here then :)

Does anyone have any first hand experience with this efi control system?

Had a gyro in my hangar the other day with a 914 efi engine on it, but i think the computer needs a bit of a tickle up, the rev range is smooth above 2500, but below this, it is a bit rough.

it will idle at about 1500rpm, but roughly.

I was wanting to know if any one have any computer maps to suit this type of engine type??

Also a REAL good idea is to have a separate fuel filters for each pump, because even if you have 2 pumps and the filter is blocked turning another pump on may not do anything, simply just before each pump put a inline filter, job done, that way if the duty pump stops, either electically of fuel blockage, you KNOW you have a clean filter and pump to try.

Edit; remember to change the second pump filter each service also, paper filters do degrade in time, so no good thinking you got a good filter and pump if it hasnt been changed for awhile and its blocked too

What ever happened to the Mini 500.It was a neat Personal chopper. They sold heaps of them years ago.They looked realy good.

http://brumbyhelicopters.com.au/

This is one sweet ride though, got the right engine in it for a start, bla bla bla

Moves are being made at the moment to have the ultralight helos covered under ASRA, which will reduce costs dramaticly, one would hope any way, but the fact still remains how do you train, atm i dont know of any 2 seat helos that fit under the weight limit, NOT THAT I KNOW MUCH ABOUT IT, so dont shoot the messenger (please)

More to the piont make sure someone is at the controls of a/c, who know what they are doing, make sure throttle is at the right setting BEFORE hitting the starter.

I know how this happened but not at libity to say just yet.

600kg . . . 10,000ft . . . in the next 8 weeks.I wonder if Mick will put on a Santa costume to deliver the good news at Natfly.

 

On the serious side though. Many of us will need to become more proficient at knowing the Area Frequency where we're flying and making the approriate calls when above 5,000ft.

 

Cheers,

 

Glen

Eg. if i have this right :) FIA is 120.55 and CTAF is 126.7 here at YCHT, and a further out at YJLC some 700km away the CTAF is still 126.7 but FIA is 123.95.

So what info(i never bothered with area freg) do you get from area that you wouldnt get from CTAF?

I listen to a/c landing calls all around the area on CTAF, so if i were flying into one of these airports, i would know whats around anyway.

Hi Carl and all,I didn't know sending an Email adress was illegal!

About the 2000rpm idle of the Rotax 912: I saw a 912UL turning at 750 revs in Germany, equipped with an electronic injection and ignition system of a Check compagny (Silent Hectic or so if my memory serves me well, it has been a long time ago) and it turned smooth like butter. One of the reasons you have to let the Rotax run at 2000 revs is the ignition, 6° advance is way too much at low revs! So electronic weirdo's stop what youre doing and make us a ingintion box with a good curve!

 

Best regards

 

Roger

how the hell do people tune their engines ????

No wonder i hear so many horror stories.