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kasper

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About kasper

  • Rank
    Well-known member
  • Birthday 15/04/1969

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  • Aircraft
    Homebuilt weightshift
  • Location
    Armidale
  • Country
    Australia

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  1. Agree that the acceptance of EC is useful ... and a damn bit better than the cost of an installed and managed transponder. Given very few are flying internationally or looking to get into actual controlled airspace then the additional functionality of a full transponder are not actually needed.
  2. Skyecho is not a transponder - it’s an EC device - electronic conspicuous- and transmits around 40 miles at allow aircraft in flight to use their EC systems to see you. A transponder is seen much more widely and must be certified install as primary radar integrated the transponder to the controllers view. They are very different beasts.
  3. And if you are an ultralight a transponder fit takes your airframe out of self install and maintenance of another system that must them be installed and maintained by a LAME .... this is really starting to look like the end of ultralights in any form where the owner maintains an airframe that can actually be used for recreation.
  4. Well that's going to be fun if it comes to pass... 1500ft AGL over how much of the east coast? Makes that 20km offshore transit at 1000ft to get around Coffs look rather the norm going forward. The cynic in me asks if CASA/Airservices etc are really wanting ANY private recreational flying or do they really just want airliners to play with and airforce to avoid?
  5. You reach mtow with all the safety equipment before you fill the tanks???
  6. Beat me to it. Civil aircraft after WWII had to be - to get past certification - benign in handling. This meant that 1. design stability increased (larger fixed area of control surfaces) 2. control authority decreased (smaller deflections and/or smaller control surfaces) 3. cointrol force through cockpit controls had required force gradients (more deflection = more force required) All of that leads to larger tails and arguably boring aircraft (try flying a Pitts when you are only used to a cessna 172 ...) All of this design requirements
  7. Well that’s a whole forum on its own. The starting point if you are selecting for a performance optimised point is state that design point and what the allowable edges of that performance envelope is going to be allowed. Then you have to work through all the compromised that go with turning that into an airframe. or you chose a section from any reputable book that’s been used before put that into something that’s pleasing to your eye and discover the performance envelope when you’re finished.
  8. And just to be difficult ... the standard J2200 installed in Thruster T600s in the UK have to have a perspex wind deflecting cover in front of the sump ... to stop the oil OVERcooling in the midl UK conditions. A seperate oil cooler and the ability to manage airflow through that is the ideal. In trikes in the UK it is usual to have a very simple summer/winter oil cooler control - a neoprene velcro sleeve to go over the oil cooler and you cover/uncover as much of the finning as you need based on flying conditions. Simple and light. We tried a 'simple' reduced oil coole
  9. Woo hoo! That’s G-CCZR and I was on a week long flying holiday with two other EclipR in France - that pic was the morning I ended up hand propping one of the other EclipRs due to a flat battery. I now have one of the other ones from that trip - BYSS - in the container waiting reassembly and putting on the oz register as well as a 447 and a 503 Raven.
  10. Yep. That’s the one I have the paperwork on. Never saw it in person but the power was about right as it was the kfm107 that came out.
  11. Yep. Even the thick wing 95.10s flit around on the smell of an oily rag once up and your approach glide angle is FLAT. I’m no glider pilot but in any real lift at idle I can go up - I don’t like turning the fan off.
  12. Well you could convert any of the sapphire variants to electric if you don’t want two strokes. harder with the factory builds but technically easier with the home builds and old 95.10’s probably easiest with the 95.10 thick wing versions - the old fabric covered wings get me off the ground easily on the 28hp (20kw) and doodle around at 55knts in cruise ... so around 12kw. A 30kw peak motor and enough batteries for an hours flying would weigh no more than the engine/tank/fuel in the plane now. But will cost around €10k as a plug and go full setup including power management and f
  13. Did you know that erroneously most people think the spitfire was the first landplane built by Supermarine? Most people forget the 1924 Lympne ultralight trials and the Supermarine Sparrow I that was built and flew in that competition 12 yrs before the spitfire. 😛
  14. "spiraling into a stall" Hmmm can we remove this from Tutorials (for real/aspiring pilots) and put it in the Quizzes section with a "spot 10 errors" as the title?
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