skippydiesel

I passed on my comments to Pipistrel - will be interesting to see of they reply/have anything to say. I think RAA should be a tad more discriminating in the "stuff" they reprint & circulate to the membership.

Currently trying to get a straight, low km, 1999, Suzuki SV 650 S back in to good working order. Pig of thing to work on, compared with the bikes of the pre 1980. It's just a fun project/ challenge to do, no intention of riding it (other than a test ride on our very quiet semi rural dead end street). Will offer it to you guys once, all the nigeling little problems of years of neglect have all been sorted and its registered again.

So far this filter remover has not failed me - mowers, cars, generators, tractors - all done! The beauty of it is the "strap" is some sort of spring steel, with raised dimples for added grip. The strap is very thin, so access has never been an issue and the tightening mechanism easy to manipulate, even in difficult access situations, to get a good grip. I even managed to do a filter on a Suzuki Vitara - the worst access I have ever come across. Anyhow access to aircraft filters is easy, due to being able to remove the body (cowling) so I am not sure what you are referring to.

This is what I have used for the last 15 years. Has never failed me. Good in a tight spot. Will accommodate a wide variation in spin on filter sizes. About $12 on EBay.

PS Gates Silicone Hose in 5/8" (16mm) x 3ft, ON 2481 can be purchased from: SCA Item No. SPO3377117 $97.00/3ft Maxi Parts Product Code GAT 26241 $50.00/M It may also be available from Repco but I don't have a price at this time.

In hoses my focus has been finding suitable substitutes for oil & radiator - I have forgotten about the 17mm ID coolant hoses. Seems that there is nothing available (except from Rotax) in straight hose BUT you can purchase the following molded/shaped hose in 16.5 & 17 mm ID which can then be cut to the required lengths. Note: Most installations will require a little over 2m in total, you will have to purchase more than one of the preformed hoses, so be sure to compare the total price with Rotax supply. 02-1579 16.5mm 02- 1249 16.5mm 02-0912 16.5mm x 755 mm long 02-1415 17.00mm x 280mm long (see below) Gates Silicone comes in ID 16mm (5/8) straight & formed. Silicone hose is usually super stretchy, so I assume 16mm will push on to a 17mm spigot/barb. https://www.gatesaustralia.com.au/-/media/files/gates-au/heavy-duty/application-data-sheets/heavyduty-product-range--silicone-coolant-hose.pdf

Below is an excerpt from a letter circulated by Pipistrel & published by RAA in its recent news letter (see full letter) PVS-2304_2024-Circular_letter.pdf (raaus.com.au) "Date: 23th April 2024 Subject: Vapor lock preventive actions, applicable to all Pipistrel aircraft equipped with Rotax 912, 912 iS and 914 engine types NOTE: Steps specified below act as additional content to the existing procedures outlined in the applicable aircraft flight manual. BEFORE FLIGHT: • If temperatures rise in the area of run-up, it is advised to increase RPM above idle in order to force more air through the engine compartment, which will maximize the cooling. • If aircraft is equipped with auxiliary/booster fuel pump, pay attention to its sound – any significant “non-standard” deviation in pitch of the sound could indicate presence of the trapped vapor. • After takeoff, reduce climb angle to increase airflow through the engine compartment, which will maximize the cooling. AFTER FLIGHT: • If situation permits, park the aircraft with nose pointing into the wind. • Before shutdown, let the engine cool down at idling. • Keep the doors opened – this will allow heat to escape from the cabin, which is especially beneficial at configurations with fuselage tank installed." Not having access to the Pipistrel "flight manual" I don't know what additional information it may containe on the subject/management of fuel vaporisation - I am concerned that the above letter does not go nearly far enough in that it has failed to refer to: the main/most likely time for this phenomena to occur, is on the ground, after flight, on a hot day opening any inspection doors/hatches to allow the hot air from heat soaked engine to escape more readily. fuel pressure indicators (other than a vague reference to boost pump, if fitted, sound) hot starting problems the assistance a correctly fitted return fuel line will give in helping to minimise/alleviate this problem. the safety implications in not having a boost pump. the need to run the boost pump until posative/acceptable fuel pressure is achieved - this may include during attempted start. extended run up time, to not only assess the engines condition but to further aid in clearing fuel vapour from the system. having a "plan" should the engine not deliver full power/die on take-off/climb out. The advice to : "..........let the engine cool down at idling." may not be good , in that most aircraft will taxi, inducing a flow of air through the cowling/cooling systems befor shut down. Further engine running while aircraft is stationary may only exacerbate the heating of fuel lines, leading to a greater chance of vaporisation. I would recomend stopping the engine as soon as aircraft has parked. Keep the doors opened – this will allow heat to escape from the cabin, which is especially beneficial at configurations with fuselage tank installed." will do no harm , it sounds like BS to me. While it is desirable to keep all onboard fuel cool, the fuel stored in the tank(s)will not be influenced by the heat from the engine, which is the main generator of the problem, often referred to as "vapour lock"

Looks hopeful. I realise that only a small percentage of RAA pilots will want to take advantage of entry to controlled air space (CTA) BUT for this few it's not just a convenience, it's also a safety matter. Large sections of the Australian eastern seabird has become CTA, forcing transitioning RAA pilots in to sometimes scarry low level transit lanes or flying around CTA over large areas of "Tiger Country". This has always been a far more important privilege to try for than the doubtful benefits of the empire building Group G achievement.

After about 10 years of accident free motorcycling, I gave up road bikes, in the late 1970's. I spent a couple of months commuting in/out of the Sydney CBD - I had at least one close shave /day. The chicken entrails don't lie - it was time to sell the Honda 750/4. - just like this one except I had "Walker 2/1 pipes and dropped handlebars. Good open road bike, bit of a pig on sweeping bends.

"well my wife is hoping i will have a plane crash," 😈

If you are referring to the ring mount advertised in the Rotax Owners Forum - it has just dropped from $1K to $950 US = $1456 AU + estimated delivery of somewhere between $2-500AU = a possible $1,956. I think I will hope for a deal like Marty_d's

Now thats what I am after - did you use it?

$1.5K US is going to work out to be around $3k AU - this is a speculative purchase ie the conversion from bed to ring mount may/may not happen - I can't justify $3k on a possibility.

WOW!!!! Not good at all.

Very nice! - hope it goes to a good home

Thanks for that. $1K US before shipping, could end up being $25K AU - bit steep for may pocket.

Fairly sure that there are some for sale in the Rotax Owners Forum https://www.rotax-owner.com/en/rotax-forum

Nev -"Braised muffler ? " I think you mean braised oil tank fittings or did I miss something?

Wow! very well presented. Rotax might just have real competition - $$$$$ drop in the wind?

How unusual - corruption within the Public Service 😈 What was the name of the head honcho, who was recently "retired" - playing both sides of politics for his own benefit. Sow him on the goggle box the other day - not one bit repentant. Way to few public servants (including local council) are held to account for their misdeeds.

Nice looking aircraft. I would have expected a glider to be able to make at least a survivable "out landing" - inflight breakup/fire??? Wikipedia says the stall speed is 39 Knots - seems high for a glider, even my Sonex with little stubby wings stalls at 37 Knots (full flap) My reason for mentioning stall speed - in general, the lower the stall the better the chance of survival.

If it does go faster (just) I would not be surprised however, when considering the Jab it's not just 20+ hp to it's advantage, it's also the inefficiencies of the Jab prop speed and additional weight to its disadvantage. Then we come to mission objective - if it touring, the Jab will use considerably more fuel/ leg than the Rotax , this may impact on the overall speed if the Jab powered aircraft lands for fuel, while the Rotax motors on.😈 As for torque - I would speculate that an engine that delivers more torque, than another can utilise a courser pitch prop, ther by delivering more thrust at a given prop rpm, - what say you?

In your dreams - the claims are from the marketing department.

My reading of the Sonex chart: The engines for their aircraft are in their prefered order. ie the data is skewed in that direction

Sorry BrendAn - I would need the original builders permission to reveal his name on a public Forum.