rodgerc

Can anybody advise the make/model of the red/white aircraft pictured on page 8 of the current issue (105) of Australian Sport Pilot.

Maybe it’s unique to me, but of all the “RA-Aus” pilots I know (14 come to mind, including myself) all but two are current or former GA, ATP or airforce pilots.

No experience with Jabiru, but I (and others) have noticed same in my RANS S-20. Assumed I’m flying slightly out of balance.

An alternate suggestion....Drive 1-1/2h to Old Warden airfield near Biggleswade to check out the amazing Shuttleworth Collection of flying vintage aircraft. You’ll easily fill in a day there and there’s an excellent cafe on site. On the way back to Oxford you’ll drive past Bletchley Park which is a must-see if you’re remotely interested in WW2 history. Assume also that you’re aware of the vehicle restrictions in Oxford...If not, read up ahead of your trip.

Can’t help but be impressed at their level of technology….

The 912ULS’ oil cooler is on the suction side of the oil pump....Only sees atmospheric pressure.

Hey Mike, skip the UL520t and bolt one of TurbAero’s engines on the nose of your big-tyred puddle jumper and you’ll be able to scoot along at FL250 pulling 250kts, leaving Lancairs wallowing in your contrails. 😉

Supercheap have a $29.95 set with a selection of brass sizes included

This info has been posted elsewhere and is shared here at JG3’s prompting. For the past 6-1/2 weeks my 37 hr total time 912ULS powered RANS Raven has forlornly sat in the hangar due to a persistent 350-400 RPM drop at 4000 RPM. I had become so frustrated that selling her off cheap was becoming a serious consideration….so was burning it. 😡 Last Friday I finally discovered and rectified the fault, tipped off by a Vans RV12is engine installation instruction. Cutting to the chase, one of the 4 ignition trigger coils’ air gap was 0.002” (0.05mm) below the minimum spec set by Rotax. Yep, about half the thickness of a human hair is the difference between a barely detectable mag drop and one that made the engine rattle and shake….and it was clearly set that way in the Rotax factory. The specified air gap range is 0.012” to 0.016”. My gaps were 1 x 0.016”, 2 x 0.012” and 1 x 0.010”….The problem trigger coil was the 0.010” gap. (I had previously thought that closer trigger coil gaps were always better, provided there was no actual contact. Those with electronic expertise may be able to explain why that is not necessarily the case….?) I now have 4 x0.014” gaps (actually 5 counting the tacho) and a very smooth running engine. So if you’re suffering a mag drop in the 300-400 RPM range on a Rotax, buy yourself a set of brass feeler gauges and check the trigger coil air gaps.

https://issuu.com/raaus/docs/sport_pilot_34_may_2014/18 Article from a few years back may be relevant. Page 18

Notwithstanding the legalities, Peter Leonard is a true gentleman and an exceptional supporter of and asset to, the Australian experimental aircraft community. The SAAA will undoubtedly be a poorer organisation as a result of the action on multiple fronts.

Rotax installation manual is very specific about the height of the oil tank in relation to prop shaft. When I queried the detail with Flood Imports I was advised it was to avoid hydraulic lock from the tank being mounted too high.

I used self-fusing silicone tape that worked a treat and cost me a kidney….However I noticed last week that Supercheap sell self-fusing silicone tape for about 1/5th of the price I paid from my fire sleeve supplier.

I just read an article in New Scientist about chimpanzees eating their own

No leakage from my float bowls….During reassembly of the carbs post cleaning, the needle valves’ spring load were measured, floats weighed and needle valves pressure tested for leakage.

My brand new from the factory 912ULS leaked (poured) fuel out of both carbies the first time it was connected to fuel. The carbies were duly removed, stripped and ultrasonically cleaned by an attending L2. The cleaning process yielded about a teaspoon of rehydrated “gum” in the bottom of the cleaner’s bowl. I was informed by the L2 that it was not uncommon in brand new, out-of-the-box engines test run in Austria then shipped.

Austenitic grades (304/316) of stainless steel are generally considered non-magnetic....But your engine mount will likely provide more trouble than a few tiny washers.

I’ve just acquired 5 of these US army aluminium tent stakes, 12m of 8mm polyester rope and an 8oz SCA ball-pein hammer in a draw string bag. Total weight = 1.63 kg

Another STOL aircraft in the works out of Czech Republic mentioned in the latest RA-Aus news

Thanks for the update. I’m comforted by the information, although that’s no consolation to you.

Can’t assist with advice on the Zhongshan, but as an owner of a Rotax I’m very curious to learn from your experience and the response you’ve received from Bombadier and Tecnam.

Might also be worth mentioning at this point that low wing aircraft utilise/benefit from a different model Facet pump (higher head) than that used in high wing designs.

When I installed my 912ULS fuel return line the BPR-Rotax Installation Manual’s specified “pilot jet 35” oriface was 0.35mm / 0.014”

In 1998, Bruce’s Jab was almost certainly built under the old Amateur Built Aircraft Acceptance (ABAA) rules that were administered jointly by SAAA and CASA. It was very restrictive in terms of the allowable deviation from the “accepted design”…(ABAA was phased out between 1998 and 2000)…The ABAA process was jointly administered by CASA and the SAAA and culminated with the issue of a type acceptance document. If you want more info look here: https://www.casa.gov.au/certification-amateur-built-abaa-aircraft A Special Certificate of Airworthiness for experimental aircraft (Experimental Certificate) is an entirely different beast with much greater freedom to innovate. It is not “owned” by the SAAA. If you want more info look here: https://www.casa.gov.au/experimental-certificates It’s quite misleading to consider them as one and the same.

It is perhaps worth mentioning that SAAA is not the sole pathway in Australia to an experimental (Special) CASA CoA. Whilst it is a very good idea for first-time builders to follow the SAAA pathway, there are a considerable number of experimental aircraft registered every year in Australia via independent Authorised Persons.