Blueadventures

13 minutes ago, JG3 said:

I don't know what's happening for you. When I just click on the link it opens right at the Skyranger page.

It worked correct for me, opened Skyranger page.

I'm going to try and contact the owner of Nynja in my image to ask his info re fitting the VG's as I'm keen to try them.  Cheers.

42 minutes ago, kgwilson said:

Most people will be able to deal with 16,000 feet oxygen density for a short while with no ill effects. Super fit and specifically trained people and some Sherpas who live there have got to the top of Mt Everest at 29,000 feet without oxygen. Most people though would die though.

 

In my hang gliding days a friend went to the US and flew the Sierra Nevadas. Takeoff was at 9,000 feet & he wasn't planning on going higher than 12,000 so did not take oxygen. He got in to a wave and ended up over 20,000 feet. He told me he was worried about hypoxia and started thinking about the symptoms so began some tests like counting fingers etc. There were several checks he knew but could not remember them all. When he finally landed in Nevada it all came back to him. One of the major symptoms is "Loss of short term memory". He was definitely hypoxic but survived.

The skydive aircraft up this way go to 14,300 ft 

Hi JG   I see some vg's fitted to a Skyranger Nynja.  Do you have any performance details for the model.

Cheers

I've been dressing my split pins wrong all these years; I'll never get a job at Boing.  (Yep 'e' left out on purpose.)

May need some loctite?

31 minutes ago, RFguy said:

SO, what are these "bolts found to be loose on other aircraft" that we are hearing about ?

Be good to hear more info as the loose bolts in some instance could still be considered satisfactory secured.

32 minutes ago, pmccarthy said:

Yeah, they were in flight mode.

Auto landing; ?? a new app??🤪

57 minutes ago, facthunter said:

There's no actual Guide track.  The door sits on stops down both sides which are of fairly limited area. Once it moves a bit, things start to go bad quickly. It's TESTED static at 1.5 max diff. after installation..   Nev

The plug doors I have used on Cessnas are fitted from inside.  I would remove when in the drop zone so rafts and food packs etc could be pushed out to drop to stricken vessels etc.  They are safer as long as not dropped out the opening although they had wires attached to prevent such.

59 minutes ago, facthunter said:

There's no actual Guide track.  The door sits on stops down both sides which are of fairly limited area. Once it moves a bit, things start to go bad quickly. It's TESTED static at 1.5 max diff. after installation..   Nev

6 minutes ago, spacesailor said:

I saw a video , of " engine out on take off " , with a turn back. That ' Almost made the runway .

spacesailor

reporting 100m short; great effort as no option ahead as only water there.

7 minutes ago, Roscoe said:

Uni of Wisconsin Oshkosh has all that info.

Go to LODGING tab

Yep read that;  seeking additional experiences from those who were there in 2023.

1 hour ago, RFguy said:

Hi Mike. 

I consider the rooms secure, I would leave my laptop and tablet in the room... only would take my passports with me in my backpack, that's all.

Thanks for info.  What is the available cooking or refrigerator in common room like for preping meals we have a family in our group and they were asking me today if I know what's available.

On the way, looking good; patent pending🙃

On 04/09/2023 at 4:02 PM, RFguy said:

We got an Uber for USD$196 from o-hare. By the time you get to o-hare, you are pretty toast. that was OK split between two.  couldnt have flown to Appleton for that.

If I'd been better organised, I might have got a car for 2 weeks from a small outfit near o-hare (not the airport that charges $$$) , but driving the car after 28 hours to that point of travel is a very time limited thing- I think I am good for about 90 miles max. (and I have lived there and am comfortable with driving on the 'wrong side of the road') . but then you got to pay $10/day  to store it once you are there,

because you wont use a car while you are there guarenteed.- just the bus to get to and from the event, and your bus ticket also works for all- you-can eat buses around Oshkosh town.  and you can walk into town in the evening to eat and you ofr course can drink and dinner and drive so.... 

so it is a bit borderline unless you are going to travel around afterwards like we did up into minnesota, and then down the Dayton Air force museum. interstaes are fast.
next time, dunno yet whether fly to appleton, or get a car, or do the same.
The buses that leave o-hare arrived too late at Madison or Milwaukee to get the next bus to Oshkosh. you are stuck unless u overnight at O hare. One you you could do is overnight at Madison.  That's a nice spot.  bus leaves in the morning.

next time I might get there a couple of days early and then hire some sh1tbox cherokee for $150/hour wet and fly that around and see my friends around the place. (I used to live there for a time) .

 

 

Have room confirmed and it's an air conditioned one.   Are the rooms secure for leaving belonging in?   Just waiting to here back from cousins over there as may arrive in USA before so over the jet lag thing.  Will sort visa's soon.

37 minutes ago, onetrack said:

The worst part about the buggers is the incredible speed they can run at, when spooked! - and they usually run straight up your arm at warp speed!!

And good jumpers.

6 minutes ago, RFguy said:

Looks fantastic Mike !
just as long as it doesnt get too hot up there.  maybe a white paper shade, japanese origami style.

Thanks, appreciate your advice including not to make a full height alloy bracket at its back as would shield the antenna function. Cheers.

12 minutes ago, kgwilson said:

That'll give you good visibiliy and reception. I mount mine on the side of my bubble canopy & it falls off periodically, usually on to my lap. A good clean of the suction cup  & the canopy fixes the problem for quite a while till it falls off again.

Getting ready for a recent flight dropped off screen and jammed in right seat rudder pedals; don’t want to ever happen during takeoff or in flight so I’ll never use suction mount again; hence the fixed mount.

Mounted now.

I have made a fixed mount for my SkyEcho 2 rather than use the suction cap mount as it came loose twice.  I will attach this mount so the SE2 is in its appropriate orientation and above the panel location.  I made the top half in perspex so it does not shield the SE2 internal antenna setup.  Will be installing it in the Nynja tomorrow.

4 minutes ago, KRviator said:

That's not a bad idea...It wouldn't take much to do I'd imagine, there's a swag of low-cost voltage regulators to step down 12V to the required voltage.

I ended up finding the other post that mentions the batteries used, but I think @walrus has made a typo as the CR125 resolves to a 12V 5AH SLA, not a small lithium. Could be he meant CR123, but I'll take my MT410G apart maybe tomorrow and have a look-see and report back.

Its a idea I have had for a few years.  Rather than new battery that fits in the unit just have wires that can hook up to the relevant voltage.  (Don't know the voltage)  Need to turn off when found or asked by RCC.  This would be an additional item to the required compliant unit.

Must remember the test switch is only advising the circuit works and there is battery life.  It does not advise if the battery will perform for the required 24 hours minimum for a PLB and Epirbs are 48 hours.  Best to replace on time as you may need it's 24 hour plus performance one day; hopefully not.   What may be a good idea would be to have and expired one hooked up to the required voltage through a voltage reduction off the aircraft battery; just saying food for thought as may be a life saving backup???

Reports coming in about a Japan Airlines aircraft erupting into flames on landing and reports all person evacuated.   May have collided with another aircraft.  

https://www.google.com.au/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&cad=rja&uact=8&ved=2ahUKEwjcuPDFur6DAxU0kq8BHfRIC40QvOMEKAB6BAgfEAE&url=https%3A%2F%2Fwww.abc.net.au%2Fnews%2F2024-01-02%2Fplane-erupts-into-flames-as-it-lands-at-tokyo-airport%2F103280258&usg=AOvVaw3oKszXq9w4AkDr0AtIimp4&opi=89978449

A Japan Airlines plane was in flames as it landed on a runway at Tokyo's Haneda airport on Tuesday evening.

You mention ed a tube or something about being added up the center of the rubber mounts?  Have you added these.  I replaced the engine mount rubbers on a friends Skyranger and they have a steel tube in the centre of the rubber mount and the rubbers slide inside themselves.  May assist preventing distortion.

37 minutes ago, skippydiesel said:

You have made me think again - My font rubbers (as shown above) have stayed in place, as assembled - My rear bottom rubbers have not (see below). Bit hard to see but the bottom rubbers have slipped to the left/rear, with the right side being the worst. The only difference between the two set ups is, an extra washer in the fronts (to give a very small change of prop thrust angle). Could the small increase in compression caused by the addition of a single washer, to the back mounts,  be at least a partial answer to engine movement?

 

 

Could even TIG some thin wall tube to the appropriate size washer to make a cup washer.  Worth a try will retain rubber insitsu.

2 hours ago, rodgerc said:

If it were me, I’d initially keep life simple by sticking with all 22001 dimensions except the OD. 
 

Some (very) basic stuff assuming a 70kg engine and prop combo….Call it 700 Newtons for simplicity. 
 

Original mount net area 790mm^2 x 4off = 3,160mm^2. 
 

Compressive stress = 790N/3,160mm^2 = 250kPa

 

 

With a 1-1/2” OD the total bearing area increases to 4,216mm^2 or 33% more. So compressive stress decreases to 790N/4,216mm^2 = 187kPa.
 

By implication, the compressive strain on the mounts will also be decreased by about 1/3 and along the way, you’ll have increased the surface area to dissipate all that vibration (kinetic energy) heat into the aluminium mounting rails.
 

Naturally, the back-up washers will also need to be increased in diameter.

 

It’s pretty easy to cast urethane and there’s a bunch of videos on YouTube showing people doing it at home….Search “casting polyurethane bushings” and pour yourself a drink. 
 

If you’re still unsure of your ability (it’s easy) then pop over to 33 Holloway Dr Bayswater and talk to Melbourne Polyurethane. 

How would some purpose made cup washers go at retaining the rubber shape and compressibility better?

2 minutes ago, Thruster88 said:

Hey Blue, if you flew before 10am local that could be considered last year🤔. I flew into Cowra today dec 31 2023 to get fuel and flew home 20 mins later in the new year.

Flight finished after 9am Queensland time (no daylight saving up here, we like that or curtains don't fade too much.) 

32 minutes ago, skippydiesel said:

(Aviation topics few & far between, debate degenerating somewhat. Thought  I would float this matter,  in the hope of returning to more engineering focused conversation.)

 

Sonex aircraft were originally designed to be pulled aloft by an AeroVee (developed from VW) engine. In later years, the factory accepted/supported Jab (4 & 6 cylinders). Rotax installations were not supported at all.

 

Anyone fitting a Rotax 9, was on their own  - builders had to develop their own engine attachment & cooling systems. The primary demand for Rotax power would seem to come from Europe (naturally) and the Antipodes, with some builders in South America & elsewhere.

 

Very recently, Sonex recognition of Rotax demand, took the form of supplying a Rotax /to existing Sonex engine mount, adapter. This was quickly superseded by a second adapter (photo).  A little later, Sonex@ Oshkosh promotion, saw their scratch built kit,  powered by a Rotax 912 ULS - it flew at the end of the event (seems likely it had engine temperature issues - yet to be resolved).

 

 

 

 

 

As you see the adapter consists of two (poppy red) L shaped brackets. Top attached to engine lower crankcase (4 points). Bottom to Sonex frame (4 points). For vibration/movement control, the adapter uses 4  X Hutchinson/Barry Control 22001-13, mounting rubbers. (I believe that this adapter was developed by a private Sonex/Rotax builder and adopted by Sonex. The original system used 6 x Barry mounts part number ??).

Shortly after supplying this mount, Sonex issued an Advisory Notice: offering two modified spacing washer X 4, to be inserted between the bottom rubber & lower bracket (you can just see them in the photo - not to be confused with the single spacing washer between top rubber and bracket). The reason given was the inner metal sleeve, of the Barry mount, bottoming before rubber compression ie mount not delivering adequate movement control. Sonex also supplied, at the same time, a length of chrome alloy tube, to be cut to length & then welded onto a nominated position on both sides of the Sonex mount, presumably to reduce frame flexing. Note: I have not installed this modification.

 

Subjectively the mounts, even with the addition of the Sonex spacing washers, is not controlling the movement of the engine (mainly @ shutdown & start) - Symptoms : rub/strike marks on the inside of the cowling.

 

I would like to explore the fitting of Barry 22001-14  mounts, the next step up in "stiffness" (same external dimensions) to reduce engine movement to an acceptable level. I am aware that there may be a subjectively noticeable increase in the transmission of engine vibration.  Other than this, I do not know what other negative factors may result.

 

My questions to the Brains Trust are:

 

• What negative impacts, would you  be concerned about, in the fitting of the next level of Barry mount stiffness???
• Would returning to a  x 6 Barry mount system (as per original design) be a "better" solution (may involve softer mounts PN 2201-12 or 11) & why??
• Any other concerns??

 

 

Need longer bolts for the mounts as no thread protruding and what is the spacer under the oil banjo for?  Any images of the mount to firewall fixing?