Mc Guyver

Here's a couple of shots of the Buzzard radio installation I took on the weekend. I don't think I'll be fitting much more onto the panel. There's a matchbox-sized microphone pre-amp velcroed and cable tied to the side of the radio behind the panel. and I suspect it's the source of the oscillation.I've seen i couple of Airborne SST's with similar antenna mountings on their keel tube extensions.

 

Panel still looks a bit untidy as I'll be modifying the gain in the mike pre-amp as soon as I can get some more bits from Jaycar and make another visit. Then I put the trim around the edges again.

 

Cheers,

 

Glen

I have machined up an aluminium bracket for the keel which takes the Vee Rabbit brilliantly.

It works for the topless and all others as well.

I am now getting brilliant reception:clap: and transmission:clap:

Hi AlfUnfortunately hanger door height doesn't allow me to permanently install it aerial up. But I have on occasion turned it over for a trial.

I do fly with a couple of sst's ( aerial on strut) up here and I believe I have experienced a small amount of shadowing from them, but no where near as bad as the king post inverted aerial installation. No testing carried out (no scientific basis ), just my impression from numerous communications during flight in company.

 

Yes Len we can usually hear the Warnervale and Somersby traffic fairly clearly at Maitland if we tune in.

 

I haven't discounted going the rabbit ear direction yet.

I've finally gotten around to installing the Microair in the instrument panel of the Buzzard and the Antenna on the keel extension.It receives fine, but produces a modulated oscillation when transmitting. I suspect it's due to the keel extension not being very well connected electrically to the rest of the wing, producing a very poor ground plane. It seemed to improved when the motor was started but never completely went away - I suspect due to engine vibrations intermittently improving the electrical connection of the keel extension.

Len, I saw a keel extension mounted aerial on your trike but not sure if I remember if you did anything special to earth your keel extension tube, or am I imagining.

 

Cheers,

 

Glen

Hi Bluey,

Excellent work on sharing the story and demonstrating to others to talk about problems. Hangar talk is invaluable!

It could have been a different story flying a 582 with far less endurance :-)

Hi Sandman,

Follow this link : www.microlighters.co.za • View topic - Oil Injection 582

This seems to be the same problem you are having.

Hi Pembs,

What has happened to Perry?

Is he still around

You're all too funny guys! LOLI'm quite intrigued by it, don't mind the slower speeds and happy to learn till I'm comfortable in them but don't understand why they're nearly as much as much older/much more complex GA style a/c like C150's etc...

Training is limited to early morning / late afternoon but when experienced you can fly all day long:big_grin: You are also looking at 7hrs endurance @ 65Kt if your bladder can take it:laugh:

It can at times take a 3 axis pilot longer than an ab initio pilot to convert, but this depends on how quickly the individual can adapt in stressful situations! 15 hours would be about average!

Yes I was trying to be gentle. Weld a bit of square onto it if you get desperate. There is always a way. there has to be. The show must go on. Nev

Make sure that you have also warmed the motor before trying to loosen the bugger:exclamation:

I'll be there with the Caravan we should be pretty hard to miss!Adam

Hi All:Just wondering if this has happened to anyone else. After a flight in which I ended up in a bit of rain and then leaving the trikw in the rain for a little while until it cleared, my left EGT reading dropped out and is still out several weeks later. It now reads 000. I am yet to confirm that it is the sender rather than the sensor but will test this soon. The other EGT is fine and all else is fine too. Have ended up in light rain a few other times without any problems.

 

Bluey.

Swap your EGT contacts (left for right) You will then know if it is the thermocouple or the instrument. Give me a call if you are not sure what to do.

Thanks LenDifferent than how I had been told to do it

And sounds much better.

 

I assume the A bar goes out front similar to when you lower the wing?

This sounds simple (and cheap) which is what I am after, however I am having trouble picturing it. Sorry to be a pain but I don't supoose you would be able to draw up a quick diagram of how it fits together as well as how it is used?

Very simple, To drop your wing you would disconnect your down tube and then lower the mast. The tube protruding from the dash is where the hard plastic pipe fits,and the mast would then rest on part of the cut T piece.You are then free to wheel the trike into the hangar! (I presume the mast drops in a similar way to the Airborne?)

Cheers,

Len

Hi LesHow much do you need to drop it

If it is only a small amount you can lower the front tube onto the base

 

bar and use some sort of bracket to keep it in place

The way we do it is to get a short length of high pressure white plastic water pipe (approx 500mm long and 40mm dia) and a T piece to fit. These sizes are from memory and not measured!

Cut the Tpiece in half (the top of the T) and then assemble it onto the short length of pipe.

Drill a hole in the length of pipe (approx 150mm from the bottom) and insert a bolt and nut to stop it sliding down onto the dash.

This then drops onto the the base from where you have removed your down tube.

it would also be better to sleeve the pipe with a smaller pipe to have less movement.

Drop the wing and away you go.

HiFlight last Sun - 2 hrs ( assume 1.9 in the air - remove taxi/warmup) 3 landings, about 45 min at 4500rpm+ and 65+kts true air speed, one up with full fuel. Fuel used = 13.8lts ( not by weight yet - dash indicated and about replacement quantity guess).

Is the BP 98 fuel giving me (us) better economy then those using regular unleaded? and contributing to the good figures I seem to be achieving at present. :confused:

The accumulated fuel usage on your instruments usually under reads by about 20%!

Be careful!!

Hi Ray,

Yes it was magic this morning!

At Somersby we had 5 trikes and 2 powered parachutes flying , with the trikes flying to Manly and the powered parachute over Brisbane Waters.

You must call in for a cup of coffee:wave:

Hi Ray,

I think the trailer you are talking about belongs to Ray (another Ray) from Port Macquarie area.

I met him when I flew up to Byron Bay on the October long weekend. He had not completed the trailer but had some briliant ideas!

What does "human factors" mean? Also what is my HGFA "profile"? Finally, is Sept 2010 some kind of cutoff date after which we can't transfer?Thanks

This course is designed to reduce the level of accidents.

Newly qualifying pilots have to pass "Human Factors" before being issued with a pilot certificate.

Existing RAAus and transfering pilots have until Sept. 2010 to comply.

Your profile is what HGFA have on record re your qualifications.

RAAus on receipt of your profile, will then confirm with HGFA as to your standing in the organization (disciplinary etc) to obviate suspended pilots "jumping ship" and continuing to fly:clap:

I'm not sure that RAAus would want to be seen as encouraging HGFA members to switch. In any event, the process is pretty simple since RAAus already recognises the HGFA pilot certificate and any endorsements held. There is a form specifically for this. I'm not sure if you would have to pass the HF exam immediately or by Sept 2010.

 

As Alf mentioned, re-registering an HGFA trike with RAAus requires a Used Aircraft Condition Report completed by a L2.

 

Cheers

 

John

 

PS Provided for information only - I'm not encouraging anyone to defect (make up your minds)

What is also required is your profile from HGFA and a condition report by a L2 as well as a check flight by an instructor.

Hi Ian,

Any idea on expected delivery?

Cheers,

Len

Hi all,

It would be interesting to know how many pilots have experience problems (and how often) with the Skydat GX2 showing open circuit on all the temps and the alarm light coming on.

The only way to rectify the problem is by switching the instruments off and then on again.

Scott,Be aware that although both organisations comply with CAO 95.32, their respective Operation Manuals continue on from CAO 95.32 and differ considerably at the moment.

 

Apparently this situation is set to change in the future, due to the CASA decree that both organisations will jointly rewrite their Ops and Flying Manuals. The idea is that the playing field will be completely level, and the two organisations will hold hands and play nicely. Also encompassed in this change wil be a raising of the bar with regards to flying training and maintenance standards.

 

I have chosen to remain with the HGFA because of the current board's attitude to raising maintenance & safety standards on trikes.

 

Safe flying

 

Kev

I have been a joint member of both organisations now for a year (previously only HGFA) and I will not be renewing with the HGFA.

With regards to safety standards, in my opinion RAAus is way ahead as far as standards and maintenance courses go as well as brochures etc.

Re fees : As far as instructors go the difference is staggering and one would have to pay many times the membership fee at the end of the day.(TIF forms and insurance)

The HGFA answer is pass the extra costs on to the TIF or student (this is a no brainer)

I was always a loyal HGFA member but the current management seem to have a major problem and I have found them unapproachable.

Unfortunately when an instructor changes associations the members at the airfield tend to follow due to Bi Annual check flights etc. and of course any new student would have to be in the same associaton as the instructor.

Therefore membership decreases and fees increase??

I applaud the hard workers in the HGFA for the effort that they have put in trying to better the association but I do not see microlighting remaining strong in the HGFA due to the cost structure and take it or leave it attitude.

It will be interesting to see the results of the Ballot which now closes on the 30th September

Please don't me!

Hmm I wonder what VNE is ??? 95.1kts:pope:I do know that traveling at 95kts in winter time in the southern states is a surefire way to need to buy an electrically heated vest and quite possibly a plastic surgeon for the odd nosejob due to frostbite :big_grin:

 

With the drag that is inherant in a trike I'd be interested to see what the fuel consumption figures where at that speed also.

 

Seriously though 95kts..... damn thats fast:beg:...almost too fast for an open cockpit machine. Is it like the early streaks where if you pull back to your chest you can hoof it along but the pressure required means its only ever going to be short duration stuff unless steroids are a regular part of your food intake:strong:. At the bottom end, trimmed for 65 would be the same as the latest streak wouldnt it?

 

The real benefit I see in these types of wings are for those that want hangars. Hangars that are built for the current trikes cost lotsa $ more than hangars for say a 3 axis machine due to the extra height required so hopefully the topless bit will allow use of normal height hangars and give those folk more opporunity to use existing hangar spaces rather than almost always having to building there own.

 

Andy

They are leaving the VNE the same as the Streak III.

The trike had an add on windshield so the wind factor is reduced considerably.(magic on a long trip)

At high speed the nose wheel is a serious rudder!

It would not be physically possible to keep up that speed for long but was done for a very short burst to see where it would go.

Hey Tracktop, did you brush up your Avatar to make your top wires disappear?I visited the Airborne factory this morning and they had 3 or 4 "SST" wings fully rigged on the factory floor - If only I had bigger pockets I might have been able to sneak one out and they wouldn't notice:naughty: Yeah right . There was mention that CASA was coming to inspect them today, so commercial availability can't be too far away. Forgot to ask about whether a new mast was needed for the SST wing as I got busy showing things that needed doing to a Wizard-II wing I was dropping off ($$ :baldy: $$).

You would need a new mast to allow for the extra weight.

Delivery scheduled for the 22nd September:clap:

Trimmed @65Kts and took very little to get her to 95Kts.

Found it a little heavy in the roll:sad:

Ok all, the supplier has got back to me with a bulk deal of 20 units - I have to take 20 and their best price is $599 + postage.I normally only put small margins on things to help pay for the site and to get you your aviation needs as cheap as possible so I will leave it up to you to put something if anything on top of the $599 for Clear Prop also note that the shop will be left with some of them as we haven't reached 20 so that will be a cost that the shop will have to wear until it can sell the other ones.

 

Sorry guys but this is the absolute best I can do but I think it is a good price when you consider that the Kannad is a darn good unit.

 

I have to let them know tomorrow (Thursday)

I will commit to one.

Cheers,

Len

Hi McGuiverWas interested to see that you thought that stainless steel was the wrong way to go on your trike.When I got my Savannah the previous owner told me that he had just spent $1200 on the exhaust getting it repaired after it fell apart. I flew it back and after 10 hours it had failed again.Not only had one of the pipes broken off but an internal baffle had come adrift .Not a problem as I run a welding business however I did notice that originally it had been mig welded probably with a small single phase machine and set to run rather cold,lack of fusion and penetration resulted in an early failure.I took it apart and re welded it tig using a 316 filler with pure argon .I have since done 110 hours and have not had any further cracking.

I have noticed on some tig welded ss systems that the throat thickness of the weld is insufficient which results in cracking.This is caused by either not using or using too little filler wire. I would have thought that a treated steel system would have been more malleable and less prone to cracking although it would be more prone to corrosion. What did you end up using ?

 

Dave

I went back to mild steel ceramic coated.

I have done over 1000hrs with 912 motors and the stainless exhaust was the only problem one.