jetboy

the airliner got within a cat's whisker of being caught in a tailwind

I thought NGK plugs are prohibited for aircraft use (probably why Jabiru use them, along with the carbon leads to make the engines run quieter)

Mike, this would have been ideal for OZ and NZ. With the proliferation of new design radios for the experimental / microlight / LSA aircraft - like the Microair and Xcom, there is opportunity to incorporate VDL (VHF data link) ADSB functionality into them at very low cost. All thats needed is an auxillary data input to the rear connector and a software revision to store that data and transmit the burst at a time the radio is idle. The interruption would be no greater than that of the alternate frequency watch scan these radios have. The box needed to produce the data could be a $20 GPS chip and $5 PiZero. I was promoting this for the purpose of meeting the NZ proposed requirement for aircraft location devices to replace 121.5 ELTs, but the discussion papers specifically prohibited this type of system, similarly the experts have adopted 1090 rather than the American 900MHz or European used VHF frequencies for ADSB. So we all have to perpetuate installing new 250 Watt mode S ES transponders in aircraft that wont get used for that role once the radars are shut down. On the matter of subsidy, I recall the FAA promised to pay for all the GA installations because it was easily met in their budget by the savings in shutting down their radars. the reality was quite different. In NZ transponders were introduced to GA by offer of "subsidy" loans - the terms were something like a 10 year interest free loan paid at $300 / year on a transponder installation if that installation was ordered in a bulk scheme and installed by the bulk scheme supplier. I think the transponder cost about $3000 at the time (circa 1977) so when you work the numbers for a bulk discount it didnt really cost the DCA anything other than borrowing some other taxpayers money for a while. It still cost each and every GA operator the full cost of putting zero benefit gear in their planes and paying the cost of checking them. If you came in after the promotional scheme there was no "subsidy"

A bit of history here. The D-motor is originally designed from Jabiru 2200 in the same way as UlPower spun off. M80 Masquito Helicopter Development guys making their helicopter needed more power and reliability than they could get off the shelf. something similar happened in NZ with a line of microlight helicopters that repeatedly burned up (turbo'd) 3300s until they could get no more so switched to turbines TLAC | Aircraft Site |Friedrichshafen 2011

From the link earlier in this thread I see it does not apply to aircraft engines, even if that did creep in it would be only those under 25hp. "The proposed standards would only apply to exhaust and evaporative emissions from newly imported or manufactured NRSIEE. The standards will not apply to NRSIEE that Australians already own. When the standards come into force, NRSIEE suppliers and dealers would not be permitted to provide non-compliant NRSIEE to the Australian market. The categories to be covered are: • Spark ignition engines rated 19 kilowatts (25 hp) and below used in household and commercial operations such as: lawn mowers, ride-on mowers, mulchers, brush/ line cutters, generators, pumps, chain saws, and other small handheld and pushed/pulled engines.• Spark ignition engines used in marine vessels, including: outboard engines, personal watercraft, inboard/ sterndrive engines."

Derek, I'm sure if your engine has been rebuilt with solid lifters you should just block the holes as I think the heads were holed for the hydraulic lifter problem which you dont have? yes I have the oil catch bottle but really need a vapor trap upstream of it to separate that and return it to sump dont like the idea of a PCV system wouldnt that decrease the detonation threshold of the engine by ingestion of oil mist the only good thing might be corrosion protection of the cylinders - something my engine might benefit from but I havent tackled that issue yet (Camit oil injection etc.)

It was a design feature they put in with the hydraulic lifters to stop oil filling up the rocker cavity by some siphon action or lack of free draining down the pushrod tubes but later they changed the lifter and the issue went away someone on the Yahoo group did the mod to the covers so it depends what rebuild spec your engine is up to because I think new engines didnt need the holes after all sorry not much help as my engine is the solid lifter and blows about 50ml / hr out anyway I dont get much corrosion down the belly of the 701!

looks like the radio doesnt have the threaded receptacles you can buy these from places like Jaycar or get from a computer etc. they are like threaded studs - need to get the correct threads check the radio manual make sure removing the screws is OK they may have other means of securing the plug

2 aerials and minimum spacing quoted is normally 4 ft or 1.3m also applies to spacing from any other similar frequency antenna such as ELT I dont quite meet that requirement on my 701 have chosen to use the aft corners of the roof plus one at the central rear of the extended baggage bin you would normally use separate ptt buttons for each VHF or a transmitter selector switch on the panel (such as a Cessna or PS avionics type audio panel has) I have never cross - linked transmitters or audio you could dig up the wiring scheme for a common GA twin VHF installation to see if its done. Becker should have the info a lot of their radios are dual installations

Insulating the headset jacks from airframe metal is normal best practice. The other best practice is to wire the -ve supply (return) wires from all the avionics to one ground stud or bus bar, attached directly to the battery / charging system common ground point. problems arise with VHF radios typically the antenna end of the cable is grounded and the radio end is also grounded at a different place. This one is hard to avoid, but you can avoid adding any more paths by isolating all other connections from airframe.

Regarding the rubber fuel hose - I used Gates SAE30R7 on my older cars and Zenair when constructed in 2004. In both cases the hose cracked and stiffened externally and had to be replaced after about 5 yrs. I searched and found a USA made replacement brand DAYCO SAE30R7 hose from the local BNT auto supplies. This seems to be vastly better, beware like the original Gates hose the initial fuel drains from the sumps is discoloured brown for a while. I use Avgas. There is nothing wrong with the original hoses coming from the wing tanks, they came from Europe and still soft and clean. Regarding high wing fueling from cans: I use a siphon (jiggler) hose and leave the can on a pad on the top of the wing. Not ideal but I get less fuel slosh than using the black funnels. But then I discovered the club Stork aircraft come with an inboard electic pump and a hose coupling on the belly for the purpose of sucking up the fuel to the wings. It takes a while but they just park a can under the plane, put a hose into it and turn on the pump. When the 20 ltrs is done the pump runs fast. They have an inline filter clear plastic there too. It could overfill if the container has more fuel than the tanks take. I got a replacement belly drain for the gascolator on my 701 from ACS type 1250H https://www.aircraftspruce.com/pdf/2017Individual/Cat17173.pdf This one has a hose connection end and a lock-on for drain valve so I can do a similar refuel to the Storch, in my case the 12V fuel pump is part of the hose for the can, it works the same way. I hardly ever use these methods because using Avgas I do it at the airfields. Should probably fit a grounding rod to the hose that goes in the can and connect to the airframe, for that matter my siphon hose should be static dissipative too. Ralph

or one of these http://static1.businessinsider.com/image/560bcdf8dd0895606a8b4597-1190-625/the-artist-who-turned-his-dead-cat-into-a-drone-is-building-a-helicopter-out-of-a-cow.jpg

try Rangiora AD nth of Chch for 701 country

Bunnings have a whole section devoted to homebuilt supplies the pouchel-an ultralight airplane you build from ladders - robbmoffett

Neil's not talking about PLBs but something that tracks you in real time which is probably more useful. But the question is which device? Cellphone based tracking / reporting has limitations Spidertracks is used by many commercial ops here since the Erceg crash and collaboration by the family and CAA Recreational solution my pick would be Spot gen3 tracker

I've had icing with a Bantam B22 / Rotax 503 on a warm but humid day, gentle cruise under the cloudbase back to base and seemed to reduce power trouble with this was no carb heat system but I got in OK with a higher than normal throttle setting. C150 had a few "possible" events but always trained to use full carb heat at any sign of roughness and always on descent for landings. zenair 701 with Jabiru 2200 no problems in flight but it has a good heat system and I use it like the cessna one. I have had many instances of icing during the initial warmup phase especially cool mornings where there is dew on the grass airfield. The idle starts slowing and continues to slow even after throttle increse which can be fixed with carb heat otherwise the engine will stop.

come to think of it, the rotax 914 and the latest 912 straddle $40k.... also like to add my 2c worth on those lovely Victa products. I bought one years ago when I think it had their own engine? which lasted about an hour. The replacement machine, upgraded to an alloy frame and electric start, arrived with the spark plug poking out at an odd angle. Not impressed, got refunded. They now have Briggs & Stratton motors mainly, probably because they are Briggs & Strattons. The Victa 150 I used was much more reliable, but they did stall a lot. But it had a lycoming motor.

I've seen these in aircraft also under consideration for work because we go to sites that dont have cell coverage looks to be $240 for the unit plus $120 or so per year subscription SPOT Gen3

had a look around there yesterday not much happening. There was a video once posted with inflight footage of the prang at NE but I cant find it now. They used that footage promoting the sturdy structure etc. and it was informative. There is still some good coverage on Utube https://www.youtube.com/watch?v=cFHEvRGDVi8 who got the black one?

I had Gates hose which hardened and cracked on my 701 - runs avgas fuel after a search I got Dayco brand fuel hose made in USA - from a local BNT (Brakes and Transmission) supplier - just bought a full spool rather than by the metre this brand seems to be OK interesting to note the european hoses that came with the assembled wings are still in good condition from 2004

15,000 mA;/H is 15 Amp-hour. If the cell inside is 4V then that is 60 Watt - hour of energy. If it is three pouch cells in series for a 12V output booster/charger then thats just under 180 Watt - hours energy

Hi, your list of choices doesnt include the Viking (Honda) which I'm sure is suitable and probably the best of the auto conversions My pick for a CH650 would be O-200 mainly because I had many good hours behind one but both those engines were unsuitable for my CH701 because of weight

Most slow speed microlights probably difficult to fit any useful stall warning I built a LRI - lift reserve indicator - and tried it on my Zenair 701 and found that although it indicated readings to help stay in safe attitudes it was not useful in critical parts of flight like landing and t/o where things unravel very quickly. I originally trained in C172 with the strangulated bagpipes style stall warning and found them very vague - years later i was told because those planes were also used for tourist flights the usual practice was to block them up My first GA plane was an old C150 which had the microswitch in the wing and a electromechanical beeper which was very useful and gave intermittent chatter when running at optimum conditions but a continuous tone if you were about to die (flatlining sound)

Did the ignition wiring installation comply fully with the ULp service bulletin re the improperly installed wiring examples in NZ where moisture ran down the ducting and corroded the terminals ? or is it something else.? why would he be lining up a trip to the states? ULP is in Europe.

The C172 with full flap takes for ages to reach the "as taught proper rotation speed" for takeoff so the nose gets held low until that speed is reached. By this time the mains are off the ground and its in a wheelbarrow situation. Plenty of entertainment for the tower. dont ask me how I know