skippydiesel

33 minutes ago, turboplanner said:

That's if you're comparing it with a bubble canopy.

Plenty available with a roof, plenty with air conditioning and cross country instruments.

I was.

I take it by "roof" you mean blind or similar

1 hour ago, Freizeitpilot said:

Purely a personal thing, but I would prefer the FK14 Polaris for a low wing.

 

FP

Why?

Looks much like the ATEC Faeta NG, slightly slower in HP Cruise and considerably faster/higher Stall.

The Pipistrel Virus SW & Faeta have sub 30 knot stalls (about 8 Kn lower than the FK) - To me this is an important feature as:

• It means that in a crash, the crew are likely to not only survive but walk away  - minimal/nil injury.
• Short Field capability is fantastic (not as good as a dedicated SF airfact)
• Terrific glide (not quite as good as a dedicated glider) to get to a better landing ground/thermal if you wish/stooge around at 40-70 knots without fear of stalling

The Virus has Rotax two 80-100 hps options. The Faeta 80=100-115 hp options. Faeta 2-3 blade prop (ground adjust) and CS prop.

The Faeta comes in a T tail (the one I prefer) and a conventional (NG) tail. 

The Virus comes in tail/nose wheel variants.

Not absolutely sure - both are available as, factory build, very advanced kits, multiple option, base to luxury fit out (all have the same performance)

Okay - I did as 

7 minutes ago, spacesailor said:

I sent a him short message , but no answer yet .

spacesailor

I did asinstructed - all I get is the same as on the main topic ie the above words.

I would like to see what FlyBoy 1960 has written to me but unable to do so.

18 minutes ago, KRviator said:

Click on the person's name in the thread you want to PM, then click the Message button. It'll open up a Compose window and Bobs ya ma's brother.

I no longer seem to be able to receive/find/make private communication - please advise

9 hours ago, Deano747 said:

Gudday,...................................................................................................................... I'd have to build 51% myself.

For the Australian sun it's hard to go past a high wing. 

My choices are governed by cost & performance. I like to tour,so  performance for me is cost /Nm to fly (not cost/hr). So far this has meant low wings, so I wear a broad brimmed hat with cutouts for my head set. I don't find bubble canopies to be as hot as most suggest, as good ground ventilation usually take care of most of the heat when taxying. Airborne there is little difference in cabin heat.

If I had a bit more cash, I would probably go for the Pipistrel Virus SW - a high wing with similar performance to the ATEC Faeta.

The beauty of the Virus SW & Faeta, are ultra low stall combined with a high cruise speed. This is an unusual combination, as most aircraft sacrifice speed for stall and stall for speed. 

Spent a very pleasant couple of hours flying a C172  out of Okanagan/Kelowna many years ago - took a young instructor with me. He chastised me for not automatically using carb heat on descent.

Hi Dean

What airfield do you fly out of?

December is a long long way away - you could probably get an ATEC Faeta well before then - much better all round performance.

Bunnings Aerospace! 😈

4 hours ago, RFguy said:

eh

I'm in Canberra skip,. My planes are all over the place. 

 

 

I thought you were in Canberra but when I checked your "Location YCWR", I figured you had moved to a more civilised 😁 part of the World.

The ball is in your court my friend - how where & when will we do this???

No hurry - now that my engine temps are under control, I am attempting (on the second go) to paint my cowling -in the immortal words of Lawrence Oats. - "I may be some time"☹️

The big lesson I took from this video is pilot fixation -  I could just imagine him willing that aircraft to fly, ignoring how long it took to get into ground effect/followed by a touch down and then a limited climb all the while running out of a very long runway. 

Pilot fixator is a real phenomena - (been there). To my thinking its way more dangerous than all the other factors that the pilot should be taking into account and doesn't.

On 20/03/2024 at 7:11 PM, skippydiesel said:

Hi FlyBoy,

 

You may not have seen my earlier response - Yes I am intersted. Please forward the advertisement/contact details

Still no word from you - could it be one-on-one contact system not working Or this one not working???

Rumor has it (no name 😎) that the ASIC/security requirements for Parkes airport, will somehow be miraculously waved for the three day event (12-14 April 2024).   

Presumably, this will mean that the proletariat (otherwise known as THE PUBLIC known / unknown to Gov security services) will be allowed to wander around all those tempting little aircraft, ripe for hijacking and flying to who knows what mischief.

Once again we have a demonstration of the irelavance & complete failure of ASIC (as applied to small regional airports). It's about time the whole stupid/irrelevant/ineffective/unenforceable scheme was permanently waved. 

FYI: Parkes Pilot Briefing - is supposed to be having more relevant/comprehensive information added before the event. With a little over two weeks to go,  I wonder how much notice may be given.

For fly-in pilots applying for a ticket;

It would appear that attendees on Friday (12th) do not have a box to tick, despite a later "... planned arrival" on the same day🙃

Interesting thing happened in my quest for a prop balancing service;

There is no service in Camden (my nearest airfield of significant size/many & varied aircraft) - referred to East Coast Propellers (ECP), Bankstown/Sydney. It seems ECP is the only such service in Bankstown, possibly the busiest GA airfield in Australia.  They only service certified propellers, "...don't have the tooling for non certified" ???? referred me on to West Coast Propellers in Perth (crazy)

8 minutes ago, RFguy said:

some practice is required. but its not that hard. 

Okay -I will take you up on your generous offer (I hope your confidence is not misplaced). Now comes the hard part - how & when do we do this???

In case you don't recall - I am based at The Oaks NSW - you are at Cowra - I can fly in & do the job there - fly in and take the tool home and return - you might like the excuses (if needed) to fly to The Oaks - etc

48 minutes ago, RFguy said:

I have a professonal balancing instrument  skip, you want to borrow it ?

One person has it right now.

 

You are without doubt, a gentleman & a scholar. 

My only concern, from what I have read, performing a successful balance takes some skill - it's not something that can be done well by just reading the instructions/viewing a few videos. Your opinion??

I would suggest, that every prop manufacturer, engine maker and aviation engineer, of any standing, would support the recommendation to have your propeller dynamically balanced.

Aside from the obvious drain on the pocket, there can only be posative benefits for the propeller, engine, airframe, avionics and crew.

It would appear, from the lack of responses to my enquiry, that very few aircraft owner/maintainers are actually having this work done - I wonder why?

FYI for those (very few) who might be contemplating a commercial prop balance - its likely to cost $400 +/- depending on time taken

I find it astonishing that almost no one can recomend a good (private/commercial) prop balancing service. I presume this must mean a lot of unbalanced propellers out there.

16 hours ago, FlyBoy1960 said:

Please check your private messages, i sent the info as promised

 

Have  (hope) sent you a private message.

GWH - You should be commended on such a nice neat/clean installation.

50 minutes ago, facthunter said:

Rotax would have a recommended technique for short and long term storage.   Nev

From faulty memory - Rotax has a long term storage recommendation. To the best of my understanding, no engine manufacturer recomend/approves  frequent short duration nil/minimal load running.

4 minutes ago, facthunter said:

................You NEED to KNOW the position of every plane in the circuit Or one day......

Great advice Nev (as usual a) BUT just not practical when you take the limitations of human eyesight into consideration. If the pattern is busy you may, with practise/familiarity, be able to monitor, at a guess, say 4-6 aircraft, with your main focus those ahead of you. This is why good radio communication, disciplined pattern flying are so, so important.

15 hours ago, skippydiesel said:

 

Despite all the help (thanks Onetrack & ? for Turbs🙂) still no message from you Flyboy - if continued problems will provide email address.

13 hours ago, FlyBoy1960 said:

Please check your private messages, i sent the info as promised

 

Oh!

Problemo! - don't seem to be able to find "private messages" to me.

I concerned about so much ground running, especially if the engine oil is not getting above 100C for a sustained period (say min of 20 mins).  Not convinced you are doing good things for the engine.

I suggest removing all fuel, with special attention to the carburettors. Hand cranking the engine to circulate the oil. If not flying for a  long period, say 6 months +, doing a full engine preservation eg plugging all possible air entry points, overfilling/flooding crankcase with oil (no engine rotation).