eastmeg2

Should I tell . . . or keep everyone guessing a bit longer?

Hi John, I don't believe there are any import duties applicable to aircraft parts. You can find it on the Australian Customs website after a bit of a search. I think its under section 3, chapter 17. I've got it written on a note at home - I'm buying a new trike wing from the USA. But you will still have to pay GST (10%) on the freight cost+value of contents, assuming that's greater than AUD 1,000 And, unless you're fully fluent on the customs clearance processes, or have a good friend in the freight forwarding business, I'd recommend ordering door-door delivery with a freight company who will take care of all that for some $$$'s. after all, I suspect we have the most bureaucratic ports in the world. Cheers, Glen

I just noticed that I don't have any up-to-date photo's of this trike in this thread. None with the newer Red & White Wizard-3 wing, versus the older Blue & White Wizard-2 wing. None with the pannier bags fitted - these really tidy up the side view. None with the Microair radio fitted in the dash. Will get these posted early next week . . .

Hi All, Just putting out a feeler to see if there would be any interest if I were to put this trike up for sale in the classifieds section, HGFA & RAAus mags. Not that I need the money in the foreseeable future, but that with some changes coming along at the end of the year I may not own so much of my own time after that and 3 trikes may become one too many mistresses. Besides the Buzzard has lost its tinkering value as it's got pretty much everything you could have in a single seat, open podless, pull-start trike. I wouldn't expect to recoup all the $k's I put into it, but maybe around what the major new components would be worth ~ $15k. Rotax-503 with C-Type gearbox (2009) TTIS approx 20hrs Bolly BOS-3 68 inch prop (2009) TTIS approx 20hrs Wizard-3 wing TTIS approx 80 hrs Tundra undercarriage. ASI, ALT(2 needle), dual EGT's, dual CHT's, Tacho, hour meter, 12v accessory power outlet. All new 2009. Microair M760 fitted in dash, bar mount PTT. Current HGFA Rego to March 2013. Cheers, Glen

I've flown in to and stayed at both Mildura and Wentworth before, more than once at each. I'll second Kaz's recommendation for Wentworth. No gate codes to worry about, no ASIC card needed, just a couple of kay's into town and the main hotel/motel in Wentworth is better than you're likely to find in Mildura and without trucks going past all night. Cheers, Glen

Hi DP, Serge, I might have commented on pitch stability of flying wings in an earlier thread but thought I would raise it again anyway. Flying wing development during the 1940's did identify such issues, so there needs to be some pitch stability mechanism whether it be the amount of sweep-back on the wings combined with some wash-out, a tailplane or even strakes or a canard at the front. Unles Serge is designing some washout into his wing (which will always hurt efficiency), one needs to tread carefully. Trikes use sweep-back and washout combined with a large anglular moment (CoG a long way from the centre of the wing) Cheers, Glen

Maybe we should open a whole new discussion about VFR into IMC over (Oceanic) water. There are some interesting tales in the book "Fate is the Hunter" of such instances of entering IMC that goes all the way down to MSL and the interesting techniques used to determine when they had descended to the just barely dry side of sea level. Having read that book and if I were to start such a thread I might talk about how you're unlikely to collide with terrain while over the ocean but would be taking your chances with shipping traffic. Different time(era), different circumstances, different (or lack of) regulations perhaps . . .

From what I've heard, it's one of a group of 2 seater trikes taking part in a 7 to 10 day trip from NSW to SA. I'm getting this 2nd hand, so don't feel in a position to tell the rest as it's speculation at this point and no doubt under Police investigation and other Forum members are on the same trip (I think) and will be in a better position to know what information is appropriate for release and when.

Sounded a lot like Super Tramp for the first half. Was that Maynard taking off just in front of you in his X-Air?

Hi David, The idea with the alternative that I suggested is that you get to fly the trike even further into the crash than you would normally be able to. With the front profile tube disconnected the pilot can continue pushing the bar forward in the flare beyond where it would normally be stopped by the front profile tube so you get a longer flare down to a lower airspeed before the real stall and splashdown. Some DTA trike pilots might be able to comment since they have no front profile tube. I don't advocate flying with the front profile tube disconnected on trike designs that have one, but in emergency situations like an imminent water ditching it might be worth discussing. Will such trike designs continue to fly (or glide) normally with the front profile tube disconnected? Some say it would. Others not so sure . . .

A dark, distant memory has just hit me. I think I recall being told of one more trick that can be used to lower the impact speed with the water AND improve your egress route options from the trike once in the water. Though it's up to each individual to decide if it's worth while, so here it is for discussion. Disconnecting the front profile tube during the glide down should permit a stall flare (Hang Glider style) just before hitting the water. Conceptually at least this should reduce the speed you hit the water at and it's one less thing in your way as you swim out of the trike. Naturally, leave your seat belt on for the impact or risk being impaled on the lower section of the tube during the water impact. Or with the support of the profile tube missing, the base tube may fold on impact and it will impale you regardless. Probably need to pull some near-Zero-G moves to get the pressure off the pins in the front pole to remove them. I usually have a ballistic chute fitted and would always use that in a water ditching. But it's away for a repack & new rocket for the next month or few (Assuming that's possible). Cheers, Glen

Ditto what John and David said in #27 & #29. My #22 does not suggest that wings could be kept level (roll axis) without the correct training, instruments and currency in IFR. I still live by my rule that I don't fly through any cloud I can't see through.

Hi John, Trikes do have positive Yaw Stability, as do 3-axis aircraft, but for different reasons. So if one finds oneself flying blind in a trike, I'd suggest that's it's Roll Control and LSALT you need to keep in check. In a trike, pitch takes care of itself unless the pilot inputs make it wrong and there's no real Yaw Control.

I'm sure I remember reading somewhere that there is an extra weight allowance in the CAO's for a ballistic parachute, but can't seemt o find it in the old or new CAO's or remember where I read it. Anyone else remember or am I just gone around the bend?

Hi Lance, I'm pretty sure you can buy just a carby overhaul kit which includes the jet needles and isn't too pricey. Cheers, Glen

I've seen that before and it was elongation of bolts holes in the top of the mast. While on the ground with the engine off, get someone to yaw the wing from left to right and back so that the wing is starting to bounce back by itself but don't be too rough. If you can see any rotational movement in your black nylon hang block in the top of the mast relative to the mast, then you need to replace the mast due to hole elongation around the top most bolt of the powder-coated aluminium section of the mast. If you've had an Airborne trike apart before and know what you're doing and have all the tools (including a tensioner for the steel cable inside the mast) you might be able to do it in a day, otherwise get Airborne to do it. Cheers, Glen

Regarding my earlier posts about the efficiencly of the R503, the grams of fuel burnt per kW.hr are the same as for the R447. Both these engines get down to 500g/kW.hr near the top end of their rev range. The liquid cooled R582 on the other hand gets down to about 410g/kW.hr which is significantly more efficient than the air cooled 447 & 503. Is it typical to see liquid cooled engines being that much more efficient than air cooled engines. I came across a Youtube video of an Airborne "XT-HKS" being flown with what looked like the slow Merlin Wing in France recently, from some the recent posts here I take it that was a factory job an not somebody's modification. Cheers, Glen

Ok, so who's going to write up the first Thermalite v's Dragonfly comparo? Any takers?

Quote: "Some compare the jab vs Rotax thing to the Holden vs Ford thing which is so far off the mark, it's not funny." I always thought it was more like a Holden vs BMW thing. ;-))

Yep . . . what David and Andy said. Another thing to think about in strong conditions is taxiing. Last Sept I flew in company with 2 other trikes (all XT-912 Streak-3's) from Murrayville SA, planning to stop for a break and map change at Kerang and continue to Yarrawonga. Started with a nice 20 kt tail wind at 4,000ft above inversion layer in clear skies. As we approached Kerang the clouds appeared and thickened up to complete overcast looking angry so 10 miles before Kerang we had to descend into the washing machine. I still remember that glance at my GPS at 100ft on final at Kerang. 17kts ground speed for 60kts airspeed . . . this could be interesting . . . Tighten belt, Increase throttle, pull bar in -> 75kts airspeed, cut through windsheer, stop base from swinging by letting the rear wheels alternately touch down repeatedly until theyre both touching. Hmm that was interesting. My belief about cutting through turbulence at speed is that speed at altitude should be limited to maneouvering speed as there can be large vertical gust components which could stress/overload the airframe. Close to the ground when landing large vertical components are unlikely since flat ground provides a boundary condition, though dust devils can provide the exception. Getting back to the taxiing. I landed on the dirt cross-strip as that was into the wind and had to taxi more than 500m along the main tarmac strip with the cross-wind gusting 30kts+. In a trike that is very physically demanding but you do have more control over your wing angle than in a 3-axis machine. There have been instances of trikes being blown over while taxiing in such conditions. Thankfully all 3 trikes made it to the lee side of the club house where we tied down. We ended up staying in Kerang that night as Yarrawonga was reporting thunderstorms, 40kts wind across the main sealed strip and the grass x-strip was closed for being too wet. Cheers, Glen

Thanks Ozzie, Why didn't I think of that . . . I just joined EAA last month. Cheers, Glen

Is there anyone flying to Oshkosh via Trike-Fest (Cushing Field near Chicago) with a spare seat from Toronto, Buffalo, Cleveland, Dayton, Toledo or Detroit?

Not so . . . Dual ignition Rotax 503 and Rotax 582 2-strokes are approved for flight over built up areas. I'm sure there was a previous thread on this . . .

As I understand it, this is already the case for trikes. 2 seat 95.32 trikes built at a CASA approved factory are allowed over built up areas above 1,000ft AGL with glide height to clear people, structures and vehicles . . . amateur built are not. 95.10 are not. Don't know about 95.55 'cause I don't fly those - I don't study that, except to know it's mostly the same as 95.32.

Only the importer can answer that accurately. But I did buy a new one 2 months ago.