vk3auu
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Everything posted by vk3auu
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If you really want an indestructible watch go for a Certina. David
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Did you you know that in the month after 9/11 a large number of Americans decided that it was safer to drive than fly. As a result, there were an additional 1500 people killed on the roads. Who said flying was dangerous? David
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Nothing has changed. David
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Rick-p (and others). My CH701 has no carby heat and generally carby ice is not a problem because of the warm temperature under the cowl. However, one day whilst flying west in mid afternoon in clear sky into a head wind a few miles north of West Sale, I climbed from around 2500 feet to get higher into a westerly airstream that I could see to the south of me in the plumes of Loy Yang power station. The plumes were visible because of the higher humidity and/or lower temperature at around 4000 feet. As I climbed, the engine started to run roughly and it occurred to me that the cause was carby ice, so I went back down again and put up with the headwind until I got past the Yallourn power station where I got the tail wind at a lower altitude. David
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The early Aussie DIC's were dual ignition, one being the standard magneto to one plug and the other was a capacitor disgharge to the other, two plugs per cylinder. David
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According to discussions I had at Narromine, the new leading edge on the Savannah does not work as well as it might and the stall characteristics are not as good as if you retained the original wing with the slats removed. On the Zenair CH701, the CoG range seems to be about the same as it was with the slats. John Gilpin might be the man to give more information on this. David
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http://www.landshorter.com/page3.html There, I have done it for you. David
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www.microaero.com/CS_PDF/Cessna/182-Swept-CS.pdf. put "Vortex Generators" into Google. The above probably says it all. I have removed the leading edge slats from my Zenair CH701 and replaced them with a row of VG's along the top of each wing. I have also put a row along the underside of the elevator. There doesn't appear to be any downside. There is less wing drop in the stalls and drag is reduced quite considerably. I now get 69 knots cruise at about 15 litres per hour and 4600 rpm as previously I got 65 knots cruise at 5100 rpm and just under 17 litres per hour. In a more conventional aircraft you will probably find a slight reduction in top speed, as the VG's will introduce a tad more drag, but at the other end you will find that the approach speed will be around 10 knots slower and it will feel much more stable. There are STP's for most GA aircraft. Some also fit them to both sides of the rudder. I would suggest that the Jabirus would find enormous benefits from them, particularly in the landing speed department.
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Thruster or Jab. Nev, if you get a chance come down to Latrobe Valley for the Saturday Bar B Que and meet some of the GULF gang. Every Saturday around midday. David
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Thruster or jabiru. Take the Jabiru option. I know both instructors and you won't be disappointed. If you want to know more email me privately at [email protected] David
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Rod Stiff Sorry to hear about your mishap Brent, the Gods must have been smiling to give you a successful outcome. Perhaps some of you Jabiru owners should encourage Rod Stiff to join the Forum. David
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ZULU1, the reason why it took so long to run in was that the oil that you were using was too good and it didn't encourage the rings to bed in. David
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DANDA. I'm sorry to be the bearer of glad tidings (Not) but if you manage to get an engine that only uses 10 litres per hour, it is probably only producing about 35 horsepower, if the mixture is set correctly, so it won't exactly be propelling you at lightspeed. David
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Just an aside. My understanding is that the RaAus weight limit of 600 kg for non-LSA doesn't become legal until part 103/149 becomes law. Can anyone verify that? David
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How much was your time making the repairs worth? You need to include that in your calculations. David
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He should have been flying a taildragger, then he wouldn't have had trouble with the nose wheel. David
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C130 I came across another reference to this a month or so ago. Apparently some repairs were being done to the runway, but someone forgot to issue a NOTAM and the crew didn't see the trouble during their night time approach. David
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Cessnas LSA Apart from the price with two larger than average blokes you couldn't fill the tank and still be under the 600 kg limit, so owners might be a bit restricted. There are probably quite a few more practical aircraft although it might appeal to dedicated Cessna types. David
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Here is a very useful article from AVweb, not just for new pilots either. Some of us older blokes probably need to brush up on this stuff before we do our BFR which I am doing on Friday, weather permitting. http://www.avweb.com/news/leadingedge/leading_edge_fifteen_things_195590-1.html David
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582 on Gemini Thanks for that Tony. Do you need the installation of say a 582 on a Gemini to be signed off by a Reg 35, or does it just need a Level 2? I may go back to flying one again when I get a bit older. As you say, the 503 is a bit marginal. It was OK for solo, but not great two up. The fact that I learned to fly in one without any mishaps probably says more for my instructor than to my expertise, although I taught myself to do controlled ground loops when the fence was coming up and there wasn't enough room to go around. David
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Here is a photo of a Mountain Wave sourced from AVweb photo of the week. http://www.avweb.com/newspics/potw/large/potw03_1329.jpg Something to watch out for when you fly across "Them thar hills" David
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Gemini MTOW If I remember rightly, my old 503 powered Gemini 25-0044 had a MTOW of 385 kg and if you tried to fly at any greater weight than that it didn't want to lift off, so that was that. Even at 385, the rate of climb was only about 200 feet per minute, so you looked for thermals if they were around, and tried to stay out of sink. David
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Geoff, give Terry Williamson at Drouin 56251342 a ring. Make sure you talk to him and not his wife Christine. I'm not sure what the deal is there, but You might be able to build a hangar. The strip is about 3000 feet long, grass and the track in is a bit wet at present. It is about 11 km from Drouin to the road in. It is Yuulong Road, off the west side of the Drouin - Korumburra Road, about 1 km past Burnt Store Road. There are a couple of other planes there, one is a Jabiru 430. I live next door and use one of Williamson's paddocks, but it is only 200 metres between the corner posts, OK for my CH701 and my mate's Foxbat. We are only about 25 minutes from Pakenham. David 56276342
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Flight above 5000 feet Sorry to re-hash this point, but the foregoing discussion is a bit academic for ultralight aircraft. (a) the aeroplane may be flown 5 000 feet above mean sea level or higher: (i) only if it is flying over an area of land, or water, the condition, and location, of which is such that, during the flight, the aeroplane would be unable to land with a reasonable expectation of avoiding injury to persons on board the aeroplane; and (ii) only if it is equipped with a radiocommunication system David
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Avgas If you are using Avgas in a 912S anyway, you need to change the oil at 25 hours instead of 50 and it costs more. The price of premium unleaded depends a bit on the day of the week and sometimes the time of the day. Perhaps the only advantage of Avgas is that you can get it at all the airports so if you are flying cross country it is probably your only alternative unless you have a ground crew. David