vk3auu
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Everything posted by vk3auu
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That sounds like the only way to go. Good luck. David
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You probably won't get startling performance out of it with the Revmaster either. David
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Now we have to convince Rod Stiff to put them on as standard. Then we would have a good aeroplane. Might cost a bit extra for the certification though. They would go well on the little rudders of the early models too. Also, if you put them on the wings, you need to put them on the underneath side of the elevator to get more authority at the lower landing speeds.
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The only one I know with a Drifter in the area is Rob Silberstein who is at Neerim North, but I saw one being put together in Warragul one day last week accross the road from Gallagher's crossing. Darryl Kenney might know who belongs to it. David
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Actually the drag penalty in most aircraft is virtually nil. The lower approach and landing speed is always a bonus because if you can reduce the touch down speed by 10 percent, you will reduce brake and tyre wear by 21 percent. Also, if you put then on the rudder, you get a bit more rudder authority at slow speeds which comes in handy during cross wind landings after you get all the wheels on the ground, particularly in a real aeroplane/taildrager. David
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I also might add, that I suggested to the powers that it appeared that they were aiming for a system accuracy which might be compatible with docking a couple of spacecraft, rather than just aiming to avoid collisions, but they didn't seem to be impressed. David
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The gliding fraternity aready have a proven system called FLARM, units for which sell here for less than $1K and use 50 milliamps at 12 volts. If you put FLARM into Google you will get a mine of information. 10 grand seems a lot for the proposed ADSB units, but the units will probably need to be TSO'd and also installed and maintained by a suitably qualified LAME. David
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Just found this page about VG's. http://www.avweb.com/news/reviews/182564-1.html Happy slow flying, David
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The point about monitoring the nearest CTAF frequency is that today's instructions are to give radio calls prior to take off, so you know who is about to get airborne in your area. There is no imperative to make a radio call when you switch from CTAF to Area on your radio, so you are not alerted in the normal course of events. Also when flying cross country, even when over flying, inbound calls are made on the CTAF frequency, not the area frequency, so you are once again alerted, even by IFR traffic which is normally above 5000 feet on a different area frequency to that below 5000.
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One of the other problems with having all these extras, is that we then need to have more office girls to administer it all and instructors with more ratings and that means more expenses for them and that gets passed on down the line anytime we need the services of an instructor, so the whole deal gets more expensive and that is not what the concept of Ultralighting was all about.
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The advice about monitoring the emergency frequency of 121.5 is OK if you have a separate radio. As I am always below 5000, I generally monitor 126.7 or the nearest CTAF as there generally seems to be more chances of someone hearing you there and you get a better idea of what traffic there is. If you monitor the area frequency, you generally get overwhelmed with commercial traffic from above 5000 feet, even if the ERSA/AIP says that it is the frequency for below 5000. On the other hand, if you fly above 5000 you should be on the appropriate area frequency unless you are overflying a CTAF, when it is probably advisable to announce your presence. If anyone wishes to shoot me down, please feel free.:big_grin: David
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I would suggest that those of you who wish to have all the goodies that go with flying according to GA rules should get themselves and their aircraft suitably endorsed and leave the flying of ultralights to those who are not so inclined. You will not then be restricted to 544 kg MTOW or 5000 feet, day VFR, etc. David
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I believe that you are required to make a radio call to announce that you have entered the airspace above 5000 feet on whatever the area frequency is. You also need to be aware that in some areas, particularly between capital cities, there is also Class E airspace down to 8500 feet, which has additional requirements. You certainly don't just blast off into the wide blue yonder unannounced, even if you get the hemispherical altitude right. David
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HKS themselves are claiming only 2 to 3 gallons per hour which equates to something around 40 HP, so you won't be competing with a 582, even taking into account the two stroke vs Four stroke efficiencies. You can't get "blood from a stone", neither can you get Power without consuming fuel. Happy tinkering, David
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I am glad to see that your oil temp is running around the 100 degree mark. My old 912 which came out of an aeroplane which suffered from poor warm up and probably cool running took quite a while to get all the water boiled out of the oil after if seized a big end and broke a rod. (Not in my hands) My radiator is generally fairly well blanked off during the cold months to keep the oil temperature up. I suspect that quite a few engines suffer from what I might refer to as sub-optimal lubrication due to lower than optimum temperature operation and/or water contamination, even in air cooled engines. David
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I would expect that a row of VG's down the outside of the windscreen on each side and the side of the pod would reduce the "curl in" quite considerably without causing too much angst to the tail feathers as well as reducing total drag.
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It is still a bit too early to talk about 750 kg MTOW as we still haven't got 600 kg yet. If we start getting up to those weights, the powers that be might start to think about introducing medicals again too. David
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I might respectfully suggest that at around the 9 litre per hour fuel consumption a 912S or UL is a bit of overkill and in the long run may even be detrimental to its health. If you really want low and slow wind in your face flying get yourself something with a Wizard or dare I say a Buzzard wing and go Reeel slow. That way you will be able to enjoy the scenery without it flashing past. David
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I suggest that you all go flying about 1 km outside the exclusion zone if you really want to go flying and make sure that your GPS is giving you the correct distance from the centre and you have the radio tuned to the right frequency.
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Not only is mogas different from one state to another, but some oils are also different. For instance, a diff oil bought in Queensland may be formulated to operate in a higher temperature environment than a similar oil sold in the same package in Victoria.
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To anyone who thinks they are not computer literate
vk3auu replied to Admin's topic in Aviation Laughter
Sounds like a banana bender. David -
I have got several hours of videotape of aircraft landing at Kai Tak taken by a friend of mine. I've also got some I took myself from a junk out in the harbour close to the runway. The best one was 12 seconds from wings level in the final turn to touch down. It certainly wasn't the place for the chicken hearted pilot, particularly when there was a good cross wind. David
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Tony, I wonder if some of John Gilpin's vortex generators in strategic positions around the side of the pod would help to reduce drag. I once calculated that there was about 3 HP required to pull the lift struts through the air at 45 knots.
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Virgin Blue plane in emergency landing
vk3auu replied to Ben Longden's topic in AUS/NZ General Discussion
Anything north of Brisbane is North Queensland to Brisbaneites, just like anything west of Katoomba is Western New South Wales to Sydneysiders. Other states have similar problems. David -
They should be able to do it using SODAR which was being developed by a comany in Melbourne called Tele-IP. David
