
skippydiesel
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About skippydiesel
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Information
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Aircraft
ATEC Zephyr
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Location
The Oaks
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Country
Australia
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Rotax 912 TBO (15 years) and On Condition
skippydiesel replied to BirdDog's topic in AUS/NZ General Discussion
Garfly - not only does he mis name the vent tubes I suspect the exhaust/muffler system he is running (doesn't look like ball & sockets system) is prone to all sorts of stress cracking. -
Hot rear cylinder example Jabiru 3300A-2575 and plenums
skippydiesel replied to RFguy's topic in Engines and Props
Surly you jest!😲 -
OME - I dont think this is a figure that can be easily quantified or fixed. Too many variables! - Aircraft load, X wind, cleanliness of aerofoils, pilot skill, familiarity with that aircraft, temperature & altitude. etc . The pilot must make his/her own determination of what the aircrafts performance might be on a given day and apply the "fudge" factor that they think they can "live" with.
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Your observations/comments make a lot of sense but in reality a large number of aircraft engines run oil coolers (might this be an Au climatic thing?)
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Thanks for that Onetrack always appreciate a friendly comment - just to expand a little on my installation - started with a vehicle horn - sounded laud a scary to me but the beasties took very little notice. Removed horn & installed (same location & wiring) the security siren thingy. It builds up to speed (moving part) & sound making a horrible wailing din - it works as hoped.!
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When I hand prop my aircraft I get a small rise in indicated oil pressure - so oil is being pressurised and I would hope distributed. With reference to a pre start oil pump: The main benefit of such a system is on little used engines or after a long lay up. Of course it may have a small benefit for every engine, even those used daily(hard to gauge). The cost:benefit, additional weight and complexity are all of concern. It would seem to me that you could remove most of the complexity & weight of a permanently fitting pump, by coming up with a system tha
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Onetrack - I can certainly see the merit of such a system helping engines that are expected to go from cold start, to full power & load, within a few seconds/minutes , such as generators and emergency pumps. May also be a good investment for the little used marine engine but cant see that it would be helpful for regularly used equipment/vehicles and hand "propping" of small aircraft engines befor the first start of the day, while not quite as good, is infinitely cheaper, significantly less complex and lighter.
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Now now Kyle, its not like you to be making such dogmatic comments. I flew a Foxbat, for the first time, last weekend. Being between aircraft & needing some practice/currency, I felt that the Foxbat has a circuit performance, very similar to the aircraft I am most familiar with and not to dissimilar to the one that is in the above schematic - I was correct. The training was most helpful and I will repeat it periodically until such time as I have found a new mount. These figures may not sit well with you but they have been demonstrated in the real world, not just fa
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OME - you wanted some circuit figures (I wont mention the aircraft make or model, someone might accuse me of making a sales pitch): This diagram forms part of the POH for this aircraft. Not on the schematic, is the stall speed of 27 knots, so to minimise ground role, expect to touch down at sub 30 knots to minimise float/ground effect. Max fuel load for this aircraft is 100L. Typical empty weight sub 300 kg. Max TO weight (in Au) 600 kg
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I have the same problem, plus horses, if the gate has been opened while I have been away. On occasion have had to phone for someone to do a vehicle "strip run" I have fitted, low down on the fire wall/engine bay bulkhead, close to the exit air aperture, a preloved, 12v, car alarm, activated by a panel switch - seems to have the desired effect - general scattering of all unwanted living obstacles. In the fulness of time, they may become habituated to the noise and ignore it too.