vk3auu

I would suggest that you have a good look at the Foxbat. Stol performance, 100 knot cruise. David

That is real good. The sheila who was running the show before wasn't giving very good service. I'm sure Alan will do better. David

A couple of points. If you are larger than average go for the CH750. The 701, even with the bow in the doors would be a bit too squeezy. Don't even attempt to use a Jabiru engine. As previously mentioned, you need a big prop. The Rotax 912S is the ideal engine for the 750. The Subaru is too heavy, and unless you get one that really produces 100 HP, performance will not be very good. Also, don't put the leading edge slats on it. Use John Gilpin's vortex generators on the top of the wings and put a row of them on the underside of the elevator. David

Sorry, it has taken a while for me to get back to the page. I have the extended baggage compartment and A friend of mine fabricated a 40 litre fuel tank to fit in the top of the front section. It is slightly behind the Centre of gravity so I have to make sure that I put heavier Items in the front of the baggage compartment or if no passenger, then on the seat. Also I need to use the fuel from the rear tank first to keep the C o G within the envelope. All that being said, If I was doing it all again, I would put the tanks in the wings and forget about the folding wing option, which I don't have. I thought it looked too cumbersome and anyway, I don't need it as I have my own hangar. Incidentally, I have taken off the leading edge slats and put on the vortex generators and one up it climbs out at 1700 feet per min with the 80 HP 912. The aircraft is now for sale if anyone wishes to make a reasonable offer. Email me direct at vk3auu@dcsi,net.au David

Mandatory carriage of radio I think is is a good idea and should have been bought in years ago. It is a much better idea than the one about the carriage of ELT's. David

Elevator authority Surely a lower "gearing" between the stick and the elevator would reduce the pitch sensitivity without reducing the effectiveness of the elevator at lower speeds. On my old 701 I had to put vortex generators underneath to increase the effectiveness of the elevator at low speeds as even at maximum deflection, I couldn't get the nose up with full flap at 45 knots or lower. David

Bert Flood's funeral Further to the above, I believe the address is 10 McIntyre Lane Yering David

A husband and wife are on the 9th green when suddenly she collapses from a heart attack! "Help me dear," she groans to her husband. The husband calls 000 on his mobile phone, talks for a few minutes, picks up his putter, and lines up his putt. His wife raises her head off the green and stares at him. "I'm dying over here and you're putting?" "Don't worry dear," says the husband calmly, "they found a doctor on the second hole and he's coming to help you." "Well, how long will it take for him to get here," she asks feebly? "No time at all," says her husband. "Everybody's already agreed to let him play through."

Just a comment about rate of climb with VG's fitted. If for instance, the stall speed has been reduced from say 40 knots to 35 knots, then the safe approach speed which in my case is roughly equal to the best climb speed will be reduced by about 6.5 knots. (I said roughly) That will mean that the best rate of climb speed should drop from 52 to 45.5 knots. That will mean a drag reduction of about 30 percent which will mean some more power available to climb, if you adopt the lower speed. As to the best place to put them, forget about percentages, it depends on the wing upper surface profile and should approximately be right on the top when the wing is just starting to stall which will generally be at around 14 degrees depending on the washout. Finally, the CH701 has an all flying rudder but the elevator is separate from the stabiliser, although it has the unusual upside down profile. David

Actually the underside of the elevator is the place to put them for maximum effectiveness. On my CH701 I have them placed right at the bottom when the elevator is at full up deflection. On the wing, the best place seems to be to place them right at the highest point when the angle of attack is about 15 degrees, which is where most wings usually stall. The earlier Jabs with their little rudders could probably also benefit from fitting them to the sides of the rudder, again at the extreme outside when at 15 degrees deflection. John Gilpin at Maleny is the bloke to get them from. David

What do you call a deer with no eyes. No idea. David

If you take an aircraft such as a Quicksilver GT400 which has a highly cambered wing with a flat bottom, it will fly quite well at about 50 knots at zero angle of attack. The lift is all due to Benouilli, Newton doesn't come into it at all. David

Ross, I think we may be talking at cross purposes. My comments were regarding the air under the cowl where the pressure is not too much greater at the inlet than it is at the outlet, so that the P term can almost be ignored. There are some people who make the inlet hole larger than the outlet in the mistaken belief that this will increase the air flow, but at the end of the day it has to be the other way around. Just putting a lip under the exit hole can only be marginally effective too, if the ratio of outlet to inlet is not large enough, just creating drag, but no extra air flow. David

Concerning the ratio of the size of the opening for outlet air compared to inlet air. The volume is proportional to the absolute temperatures in degrees K, not the degrees C, so that assuming a cold day with inlet temp of Zero degrees C and outlet temp of say 80 degrees C, the outlet would only need to be about 353/273 = 1.3 times the area of the inlet. Any bigger would just be causing unnecessary drag. David

I don't quite know where this should go. The best Air Race Pilot ever? | chilloutzone.de - free games and free fun David

Seems to me that if you want to do aeros etc. etc then you might as well go GA and be done with it. What used to be a simple ops manual is looking like getting more complicated by the hour and will drive up the cost of administration for all of us. I believe in the KISS principle. David

The main disadvantage of the 701 is the draggy slats, although the addition of VG's in their place works OK. The Savannah seems to be a bit less draggy with the VG's. If you can get one or the other with a 80 HP Rotax 912, go for it. The 912S is a bit of overkill. My 701 with VG's does 70 knots at 14 litres, used to do 65 knots at 17 litres with slats. David.

Looks a bit like Dubai a couple of months ago, only I bet it isn't 45 degrees in the shade. David

Tony said "I must admit to becoming impatient with comments and reasoning that revolve around 'if you find yourself in cloud'. Bollocks! You do not teleport there - you deliberately fly into it yourself! You therefore have plenty of prior time to decide not to fly yourself into it and do something else instead." I can't quite agree with you there . On a flight north, somewhere above Euroa, at around 4500 feet on what was generally a fine day with a few scattered clouds, I observed quite a large shadow on the ground immediately in front and almost below me. To the front, the cloud looked to be a few miles away at about my level with clear air below. That had me a bit puzzled. Suddenly, I was in it. My immediate action was to do a careful left hand descending turn as I knew that the bottom of the cloud was fairly close and there was plenty of clear air below and I would be back out of it. By the time I had turned 180 degrees I was out of it, so I continued the turn and proceeded at a lower altitude. In retrospect, I probably should have just throttled back and lost height. David

It should be pretty hard to do a ground loop. David

One thing that you should all do if you use an airport with a gate code is to make sure you carry a TEXTA with you. Write the code on every gate that you have to pass through. That might save some angst for others following. At YLTV we have a fence less than half way around the airport land and no locks on the gates, or we didn't the last time I was there. David

There is another similarity too. When you take off you keep the white line in the middle. David:sorry:

Yeah, that was the one at Narromine. That was where the photo was taken . David:juggle:

Perhaps someone should do some research on the number of motor bike and car fatalities over the same period and raise a bit of hysteria in that arena too. It is amazing how we take those accidents so calmly without any remark at all. David

Ultralights. Try this experiment. Put a large ice cube in a glass and fill it up with water to the brim. Let it stand and watch the ice melt. Not one drop of water will overflow. The same deal is happening with the North polar ice, because it is floating and it has a lower density than the water. See Archimedes' Principle. David David