Blueadventures

14 minutes ago, sfGnome said:

There wasn’t, to the best of my knowledge, a Gen 5 on display, but the new boss did wave around a cylinder head with some extra holes while talking about the fuel injection that they’re developing. Interestingly, they’re going to keep the carbies as a backup. Run on injection normally, and fall back to the carbies if the injection fails. I don’t know how that works, but it sounds like a good idea (assuming the carbies are still functional after 1000 hours of idleness). 

That is all ready a proven method on an after market retro fit for Rotax 912's for many years.  Its a good method I reckon. always good to have backup systems where possible.

6 minutes ago, skippydiesel said:

As manager, organising in house events from 20 to around 2000 people /day (international & domestic visitors) and as manager facilitator, for others, using my employer's facilities, to around 8000 over two days - That's all you get, until you demonstrate you are in a position to offer a remunerated consultancy, that might attract me out of happy retirement - then you get my CV

Very vague, but thanks for what you have said; similar size to the RAAus event.  I guessed may have been a field day thingy for Government from past posts.

6 minutes ago, skippydiesel said:

Moaning?? Have you checked out the coming events, I have referred to, and seen how they compare with RAA's ""Fly'n for Fun"?? 

 

I have some experince in event management, so for a consultancy fee (RAA is a professional organisation not charity/volunteer group) will be happy to assist, should I be asked.

What event and what role did you play would be nice to know?

The 230 should have appreciated in value; might be worth ordering a new Gen 4; there would be a lead in build time and sell the gen 3 as is or upgraded.  Should be good value for you whichever way you go.  The wait time for a new Gen 4 might confirm the carb matter for you. 

Marine in Queensland was maximum 300 Liters in portable approved containers, or designed fuel tanks.  After 300 litres cargo was under the International Dangerous Goods Code plus advice to Regional Harbour Master about voyage plan.  Not sure of current day but similar I'd recon.

24 minutes ago, mph7 said:

Heavy in the ailerons, pith and rudder are great tho. thanks for the advice, will give it a go this weekend.

 

Maybe the rudder centring bungee; either shock cord is old and soft or if still has tension needs moving a little.  I once moved my ones position too far (about 8mm to port side) and had to put in an uncomfortable amount of right rudder during a 1/2 hour flight.  I should have landed and adjusted back a bit but was meeting a mate for lunch so just flew there and did the adjustment for the flight home.

4 minutes ago, mph7 said:

Thats it,  ASI and VSI are not accurate and want to replace them. flys awesome, heavy on the roll but Ill get used to that, want to get my instruments right so I can fly it better. My friend Brock flew it up from Shellharbour last week, his words in flight were ( this thing is awesome and makes a Bushcat look rubbish ) I was going to build a Bushcat but glad I didn't now, especially with them not being made anymore.

Absolutely agree they are awesome to fly.  Maybe check the static /pitot tube; even run a new hose as a temporary fitup (connect to the wing tube and run done inside the front strut and into cabin and onto the ASI and VSI; they may be ok.  I check my system for leaks with a manometer so I know the numbers are good.  What does heavy on roll mean?

Is this your panel? if so just make an MDF blank this size and fit your gauges, that's what I did and worked well.  Scott Hendry may have a graphic design as can't remember how he did his aluminium panel.

Have you flown the Nynja yet? if so, how did you find it? 

32 minutes ago, Garfly said:

I guess the first priority is to escape the danger; go away until things calm down or clarify.  I suppose that'd be off on the dead side.  There is always 'overhead' the circuit but if there's more than one up there, it might be more dangerous than the (limited) order imposed by the 1000' agl of the circuit itself, no?

 

 

 

One consideration would be to broadcast intention to say turn right enough to allow resuming the runway alignment direction; as if on a downwind and climb out as if a missed approach.  The other aircraft if they see you should turn to their right.  

1 hour ago, BrendAn said:

Hi Glen. I spoke to the instructor while i was at the airfield this morning. They are now shifting all of us from raaus to ga rpl  . Because they have brought a c152 online and the club is looking buying another one. This way they can match the raaus rates and most of the younger students are working towards RPL anyway. And the instructor is going to make sure I get the time I need to finish solo starting this week. 

Just my view; I would recommend finish off RAAus certificate anywhere you can for the 4 hours then do the rpl conversion and you will be better off for the trouble.  Even catch a flight to Mackay and finish off in a Sav S at $220 / hr can sort some free accommodation if you decide.

34 minutes ago, skippydiesel said:

Did the Parkes thing yesterday. Arrived  about 11:30 ish. 

I started listening to YPKs at about 20 Nm out and was astonished at the confusion ref the ACTIVE  runway.

While its the PIC's prerogative to land on whichever runaway he/she deems appropriate, it is customary/considerate of others, to fit in with traffic already in the circuit.

Runway 22/04 seemed in favour, with pilots (I think there were 3-4 involved) declaring for both within seconds of each other.

It all worked out okay in the end, with all opting for 22.

 

I ask what the "Duty runway" is; That's a feedback matter for RAAus consideration.

1 minute ago, Thruster88 said:

There is a post on Facebook confirming the Bushcat production is ending. 

 

 

Log into Facebook

WWW.FACEBOOK.COM

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Log into Facebook to start sharing and connecting with your friends, family, and people you know.

 

Not good; two days or so ago apparently.

Watching a Youtube video of a Bushcat practicing for OzStol in Tasmania the pilot mentioned that Bushcat was ceasing production or had ceased production and he was hoping to get his set of wing skin replacements before they close.  Any word about if and when such is happening.  Hopefully parts will be available for owners and someone else continues the model.

If I was to consider buying one I would be concerned with the use of a silicone (looks like) sealing paste under the rocker cover and fuel pump etc.  (Looks like applied by other than a mechanic / technician.) I can imagine what would occur if a piece or two dislodged inside and blocked and oil gallery.  Engine back to factory in thinks.

20 hours ago, BurnieM said:

I hear there is a guy in Perth. ...

I think he includes a prop re-pitch as well🤣

Are you going to Parkes I know there a Gen 4 in a 230 going there. He is happy with his as far as I know.

33 minutes ago, skippydiesel said:

I have deep pockets (I wish) but very short arms - no desire to contaminate my little Rotax with costly liquor and the inevitable  coating of her arteries.😜

I hope you don't apply the same unnecessary concern to you body and have abstained from alcohol and soft drink, orange juice, etc all your life.  A little of all is ok if you want.😎

4 minutes ago, turboplanner said:

Do you really want me to phone IOR?

If they attended would expect pricing to be similar or greater than the on site Avgas price. Considering being a one off and weekend ect. I’m a director of a small volume fuel company and see how fuel works year round. No doubt would be great to have unleaded 95 and 98 there.  I had planned to attend and my choice is 95; however circumstances changed and unable to attend. Have a great time those who get there.

15 minutes ago, skippydiesel said:

Maaaaate!: 

 

Fact - Rotax 9's are designed to run on unleaded petrol (ULP) minimum 95 RON.

Fact- Rotax 9's can run on leaded (AvGas) but in doing so it is recommended that the service (oil changes) intervals be halved and that the gearbox be removed for inspection/cleaning, at,I think, 600 hrs which is also half the interval for an engine run predominantly on ULP.-significant additional cost in fuel & service

Fact - Rotax 9s do not perform any better using AvGas, than ULP - possible exception for high altitude performance (not usually an issue in Australia)

Fact- In using AvGas you are unnecessarily adding  a lead pollutant to the environment - why do it if you don't have to?

Fact- This topic, Rotax 9's / use of ULP/Avgas, has been absolutely done to death.

 

All the hysteria (including the legal liability mumbo jumbo) about lower quality control standards for ULP compared with AvGas has been debunked - assuming  basic precautions are taken ie:

• Purchase ULP from a high turnover retailer (preferably a well known/established brand)
• Filtering fuel in to your aircraft tanks ie a use a filter funnel (best if it has a water separating function as well)
• Do your pre flight fuel sampling, to check for contaminants - keep sampling until no contamination in sample 
• Inspect/service your aircrafts in line fuel filters/water traps at regular interval
• Store ULP in sealed containers 75% + full - good for at least 6 months
• Add fresh fuel to fuel tanks, before flight (not after)
• If flying infrequently (my guess less than once a month) drain all fuel from the aircraft between flights

Speculation:  I think there is a strong case for businesses, using ULP,  for "off road" use ie powerig aircraft, to claim rebate on road tax portion of the ULP fuel cost - further reducing running costs.

 

As for aircraft fueling services - the reality is that in most instances/airfields the demand would be miniscule, compared with AvGas/JetA ie it would not be a paying proposition. They run a business, not a charity, it must pay its way.

I contacted the Parkes fueling service as a courtesy/completeness of investigating the supply of ULP at the coming event, not because I really expected them to supply/ provide this service.

I am still of the opinion that RAA (the event organiser) have failed to support their members in this matter.

You keep omitting the fact that there is no detrimental effect to 912 if not more than 30% Avgas. If engine is 300 hours you can run next 90 hours on Avgas. You need to include such detail so those reading the post are better informed. 

Any one need their prop bolts safety wired? I'm available; rates cheap as just starting off and want to get me name out there. 🔩🙃

22 minutes ago, Marty_d said:

Hold on, $400k plus for a Rotax 912 powered amphibian and they're making a loss of $830k per aircraft?  How does that work?

Creative accounting🙃

Just cut and fitted the gap seal to the port side. A nice addition that I see as part of the 600 kg rated undercarriage.  I previously had some foam cut and placed in this area. Took twice as long to do so only one side finished today.  Also got some plugs for the end of the carry through tube the undercarriage is attached to. Internals coated with ACF50 and plugs will keep any dirt out. Same can be done to all Skyranger variants.

Have you looked at the drawings in the back of the manual I posted in the Skyfox section for Gazelles?

58 minutes ago, BrendAn said:

mine is a jab2200. been on avgas since new in 2004

All good my bad

30 minutes ago, BrendAn said:

i never knew that. i only use it so i don't have fuel going stale and it has been run on it since new .

 

i was talking to a bloke with an avro biplane , he said it doesn't like avgas because the lead builds up in the bottom cylinders.

Maybe phone floods for info, have heard of mixing decalin (very small ratio) so the lead does not build up for Rotax 582 engines.  Best check it further.  The 4 strokes are ok according to Rotax under 30% usage.  A mate who does oil analysis tells me it takes 2 oil changes to get the lead reading zero in the samples.