kgwilson
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Everything posted by kgwilson
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The rebate scheme was supposed to close on 23/5/23 or when the funds allocated ran out but has now been extended to 30 June 2024 so there is plenty of time left and I assume there is still plenty of grant money left in the bucket. I'd guess that the Trig you have doesn't have ADSB enabled so the most effective & cheapest option is to get a Skyecho2. Current price from Uavionix is $1070.00 so with the 50% rebate it will cost you $535.00 and you can take it with you if you sell your aircraft. I saw a bunch of aircraft with ADSB out on my screen today. Most of these were GA training aircraft and they have ADSB Out only so they could not see me. Several were foreign students and understanding what they were doing is pretty difficult so it was good to see their position, what direction they were going and their altitude.
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The Trig Transponder is mode S and should have ES capability but not all do. The ADSB module is separate and also has an external antenna. Cost to add and install the ADSB module for a certified aircraft is about 6k. That's what it cost a local Mooney pilot for his anyway. The transponder is a Trig TT31. These cost around $US3000.00 plus GST & installation.
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A friend of mine who is a very skilled Mechanical Engineer made his own propellor copier. Simpler than that one but basically the exact same principle.
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If your Trig does not have ES ADSB out then you can use both ADSB In & Out in the SE2. There are a number of reasons why you don't show up on FR24. One is that you are not transmitting 1090 ES ADSB Out so Mode S only. Another is that FR24 is filtering your transmission out. If you have a FR24 login & your Trig is transmitting 1090 ES ADSB Out you should be able to enable FR24 to see you via settings. Seeing you in FR24 will also depend on ground stations picking up the transmission.
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Back in the 50s & 60s 160k was about the most you could expect from an engine. Now 300-400k is not uncommon before anything has to be done. My current Mitsubishi has just over 220k on the clock & nothing has had to be replaced. It just gets serviced every 15k. Of course fuel and lubricants are much better as is the engineering and metallurgy, not to mention much better roads.
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Well those articles are pretty old 2009 & 2019 & the 400 lives saved is just a figure without any evidence. It is more likely that these were the 400th & 401st BRS deployments and the occupants didn't die but how many of those 400 could have made forced landings and lived? The Cirrus engine failure over water is a good example. The majority of water ditchings result in survival.
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When my A3300 engine was new the instructions were to avoid prolonged ground running mainly due to reduced airflow & possible overheating. Of course testing required slow speed taxiing, the high speed taxiing etc. This gave me time to adjust things like idle speed etc. Of course first flight meant full power at takeoff and instructions were not to baby the engine and fly at normal to high cruise of 2850 -2950 RPM & obviously monitor Ts&Ps. This was to ensure rings were bedded in properly and avoid bore glazing. Well my engine has only done just uner 450 hours but leakdowns are excellent, I don't top oil up between changes & always use 98 premium ULP.
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Isn't it important anymore?
kgwilson replied to old man emu's topic in Student Pilot & Further Learning
I always use full length of the seal but not the extra 200M of grass. Rolling resistance of the grass means you don't get off much quicker anyway especially when it hasn't been mown for a while. I all depends of the runway length and aircraft performance. At ChCh International with a fully loaded C172 I entered the runway after ATC approval & automatically turned down wind to taxi to the end & got told off straight away by ATC. It was about 1000 metres to the end & 2300 metres in to wind. Enough length to take off & land several times. -
Hi from Austria (the one without Kangaroos)
kgwilson replied to Pat's topic in Just Landed - Welcome
Well you live in the right country for Rotax spares. -
Can you imagine the size of parachute to safely bring down an A380 with a MTOW of 560 tons. It would be so big there would be no room for passengers.😁
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Issue resolved. The coil was the only fault & the new one fixed it. The runup miss was due to about 30-40 engine starts to find the fault & no normal temp or RPM engine running. As mentioned the shutdown mag check was good after the first flight. Next flight was good. Runup no miss on either mag & smooth operation throughout the rpm range plus seemingly more power now.
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I tried the cold cylinder procedure as advised by an old LAME by starting the engine on Mag 2 & found cylinder 6 cold. I thought I'd found the problem but after replacing the plug that cylinder wasn't a problem but the miss was still there. This was when it began to get confusing. I think there is/was more than 1 problem. The new coil has solved one of the issues, now I have to find whether the other is the distributor or HT lead/s.
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My Gen3 3300A started running rough between about 2800 & 2950RPM & then after returning from a day at Tenterfield Mag 2 (RH MAG as seen from pilot seat had at least 1 cylinder misfiring. First I swapped out all 6 plugs one at a time with spares I had (used but going perfectly when replaced. I've got 36 of them). No change. Then I borrowed a lead tester & checked all leads. All checked out as good. Next I removed the distributor & it looked perfect but gave it a good clean & used some contact cleaner. Next started the engine, shut down Mag 1 & removed each plug lead 1 at a time. There was a RPM drop on each cylinder. Next got a new (genuine Honda) Coil from Jabiru & replaced the original (Honda knockoff) coil but still the problem existed. Mag 2 on runup 2000rpm had at least 1 cyliner misfiring. I took off & full power all good & the rough running was less noticeable but still there & full power S&L was 130 knots indicated at about 3200 running smoothly. On shutdown the idle mag check was good on both 1 & 2. The next thing I can do is swap distributor caps to eliminate that. My current thoughts are that I have a faulty HT lead or maybe 2 even though they all checked out using an HT lead tester. Anyone had anything similar of have any other ideas?
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This will be the 9th Wings and Wheels Open Day since its' inception back in 2013 and the first since 2021. Last yewar the Aerodrome was still a quagmire after the floods in February. It is free to all, no landing fees, plenty of food and lots of things to look at. There are Helicopter and Warbird flights on offer as well. RA-Aus has provided Show bags for the kids and there is only a 3 minute walk to the local servo for 91, 95 & 98 petrol. No Avgas though. Details are on our website HERE
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When I was training we had monthly competitions. One was to fly from the right seat so hands are swapped and there were different manoeuvres required. The first time I remember completely f**king it up when I pulled the yoke instead of power. It was a rude shock to have the nose pointing straight up. I,ve never had a problem since, yoke or stick left or right.
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And I added a "N" and missed out the "R" in Costruzioni. I'm glad the Italian spelling police are away.
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The importance of checklists. ✅
kgwilson replied to danny_galaga's topic in Aircraft Incidents and Accidents
Most Pilot Operating handbooks will have a detailed list of items to be checked under a main header of "Normal Procedures" or something similar and will have the list sub headed providing some additional information e.g. Left Wing Trailing edge (heading) and (item) Aileron- Check security and full and free movement, whereas a checklist in the cockpit is usually on a card. The aileron will be on 2 checklists, one being the preflight walk around inspection and the other on the card in the cockpit (full & free meovement). The full POH checklist can run in to several pages whereas the card in the cockpit is a simple memory jogger to make sure each check is carried out. If you think you have everything committed to memory, think again. You will forget someting sooner or later. Our aircraft may be simple but we still forget things and adhering to a checklist is the best way help prevent this. -
No offense but there is no"H" in Tecnam. It is an Italian aircraft manufacturer, full name Constuzioni Aeronautiche Tecnam.
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My car which I bought new in 2012 has 7 airbags. I knew there were a few but had to look it up. That hasn't changed my driving habits. What has changed them is age. I don't drive as fast anymore and am far more careful when approaching intersections and other traffic. As far as BRS & birds are concerned, again I'll take my chances that the aircraft will still be flyable after the aluminium has been badly dented. Unless there is a major structural failure a BRS is a waste of space, weight and time. I'd rather be able to glide and fly as far in to the crash as possible. We have a few resident Wedgies at South Grafton. I encountered one on base the other day. I zigged & he zagged. I have encountered a few in cruise at several thousand feet & a tiny speck becomes a big object really fast. Their eyesight is extrememely good & when they see me coming they always roll over and dive away quite fast while I usually pull a pretty tight turn to the left generally. There is always a risk that one day I might hit one but then that's aviation. There are risks in everything. You just manage them as best you can.
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Well it must be the season. We had a Wheels up landing in a 66 or 68 Mooney at South Grafton today. The owner had just had it signed off after spending months restoring it after it was written off in the Floods of Feb/March last year. He bought it back off the Insurance company. I have not spoken to him yet but apparently he had a partial engine failure on downwind and decided to land long to make sure of missing houses/trees on the 26 approach & was pre occupied with getting down safely & forgot the wheels. He has about 800 hours on that aircraft.
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Yes I agree. The PA28 Flap lever (we used to jokingly call it the hand brake) is the best most positive flap control I have used.
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Mentioned even earlier by me in Post 4
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The larger the prop the closer the tip speed will be to the speed of sound. Direct drive engines have this problem when full power is applied as the prop loses efficiency once the sound barrier is reached. The Lycoming O540 in the C182 with spin the 2 blade prop up to just over the speed of sound at full power hence the loud noise from the prop on takeoff. Reduction drives on high RPM engines like the 912 allow for slower prop speed at full power and therefore a larger diameter, good for STOL aircraft but less efficient in cruise which is slower than if a smaller diameter prop was installed. The moral is You can't have your lunch & eat it too. Also 3 blades provide better take off & climb performance than 2 but less efficiency in cruise due to higher drag, hence the saying "3 for show 2 for go".
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Morgan Sierra 100/200 Questions - BRS, EMS, EFIS, 600KG, CSPU?
kgwilson replied to AV8A's topic in Morgan Aeroworks
I put Wing tanks in my S100. They are 35 litres per wing with 100 litres in the main so provides excellent range with the 3300a engine. Photo 1 is looking at the bottom of the tank after initial installation. Photo 2 shows the flap cable routing around tank bottom. Photo 3 shows flap acble installation complete & photo 4 is the top of the tank
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I use wing down in strong crosswind combined with crab on final but when close to the ground keep the wings level & crab only, kick the rudder to plonk it down straight ahead on both mains. Friction reduces the windspeed close to the ground & my wing is only about a metre off the deck on touchdown. I can't do this in the 230 & need the wing down & touchdown on 1 wheel. This is not as positive as I would like hence my preference statement.
