M61A1

Air is not like water as it expands when under less pressure or more temperature as per the universal gas equation P1V1/T1 is a constant. Mass airflow equals power so as it gets thinner less mass for a given volume. Nev

Yes Nev, I was only referring to it in a depth/pressure relationship.

Yes I fully understand pressure drops with increasing altitude. If we look at the 55% power, 100hp at 2400rpm column, (#33) ar sea level 19.3in of manifold pressure is required. We climb to 10,000 feet, the rpm is same 2400, the prop has increased pitch in the less dense air and the engine is still producing 100hp and the same torque but now only 17.2in of manifold pressure is required. Why?

Apologies, I misunderstood what you were asking. Walrus explained it I think,

less manifold pressure is required as the aircraft climbs, that bit I don't understand.

There is less manifold pressure available as altitude increases.

If you think about the atmosphere like water, on the ground at sea level you are at the deepest point with the highest pressure available to fill your cylinders, as you rise the pressure available to fill the cylinders reduces.

Please explain how you can have TO RPM & correct MAP if fuel flow is compromised??

That’s what a constant speed prop does. It varies the pitch of the prop to maintain a set rpm. If the engine is losing power it will fine up the pitch to maintain rpm

Mine is a 912 ULS (2007 model) I am often above 8500ft. No issues at all. In fact we cruised all the way home from Townsville to country NSW over 2 days above 8500ft for most of the way! :D

You probably won’t feel any roughness until about 10:1, but I’d lay money that at those altitudes if you could lean it out you would be making better power.

I wonder if it might change how their next aircraft was built.

I have one of those and I made sure I kept the coolant pipes out of the cockpit and went to a fair bit of trouble to ensure a good firewall seal.

The fact that the 60l fuel tank is under the dash has always been a concern, but I've fabricated a new tank out of 0.050" aluminium instead of the 0.020 one that was with it.

That said, the structure seemed to handle the crash better than I would have thought.

Same here, never smoked, could never understand that mentality! Gotta love the corny adds with Hoges & Strop in them, real characters!?

There was an article in the oz just the other day about what the PC crowd might think of Paul Hogan"s skits involving Delvene Delaney with her short shorts and men having smiling heart attacks when she bends over.

Perhaps I have been misinformed.

• Nav/landing lights are not required on RAA aircraft - their installation/use is completely at the discretion of the PIC.
  
• Nav/landing lights have minimal impact on an aircraft visibility air to air in VFR flying conditions.
  
• Yes they improve an air crafts visibility when viewed from the ground.
  
• There may be a smidgen of enhanced safety, if they are used prior to engine start and when taxiing
  
• Their installation on RAA aircraft is essentially a fun (not functional) thing to do, much like a fancy paint scheme. Which I support.
  

A friend has strobes on his wingtips, another has a single strobe on his vertical stab. I find that they increase their visibility significantly. Been a few times that I would have seen them if not for the strobe, not in a collision situation, but flying together it makes it easier to spot the other aircraft further out, especially on late afternoon and early morning flights.

But no, they aren't a requirement.

RA aircraft cannot fly at night

Does the dark make the air too dense?

I guess you can go through the restricted areas when not activated, but the circle around the airport reverts to class C when the tower or military use is inactive.

 

What a mess.

It's not particularly difficult to manage. We deal with Oakey and Amberley all the time. If it's your local area it might be handy to keep the local "Ops" phone number on your contacts list in your phone and have the local ATIS frequency stored in you radio. ERSA says williamtown reverts to CTAF outside ATS hours.

RAAF Ops people are usually quite friendly and easy to deal with.

Do you want nav lights or strobes?

Try a boat shop for 12v nav lights or Jaycar for a strobe kit.

I'm waiting to get shouted down, but here goes. What the Casa brochure Be Seen Be Heard Be Safe says as an example call is this.

 

"Parkes traffic, C172, ZTQ one-zero miles

north inbound on descent through 4,200,

estimating circuit at three six, Parkes."

 

The first three bits are simple: Where you are calling, "traffic", what you are and who you are.

 

The next bits are complicated.

 

1. Distance away.

2. Bearing (from their perspective).

 

3. What you are doing overall: "inbound" or "overflying".

 

4. What you are doing for altitude, if anything: climbing, descending.

5. Current altitude.

 

6. "Estimating"

7. What you are going to do, again: "circuit" or "overhead"

8. "At"

9. Time.

 

Then, the place is simple.

 

If you were really supposed to say who you were talking to, who you were, where you were, what you were doing, time and place again, you would say.

 

Parks traffic, C172, ZTQ, 10 miles north 4500 feet, descending, inbound for circuit (or not "circuit" because if you are inbound, a full stop is assumed) estimating at 36, Parks. Which I think would be better. But improving on the rules is the last thing that I would want do do.

 

What is going on? Is there some reason it is like this? I don't want to improve on the rules. Saying what people expect you to say, when they expect you to say it, is much more important than improving on the standard procedures in one's one idiosyncratic way.

I think you misunderstand the issue here.

The transmissions appear to be correct format and would be just fine if you could actually understand the very heavy accent and mispronounced words.

Chinese students are usually OK, except that like most students they sometimes make errors or are unsure of their calls.

Yes, most of them are ok, but there a few around here that are completely unintelligible. The transmission is crystal clear but appears to be almost gibberish. Some of them make mistakes and then correct themselves as most us do occasionally. It's ones where you can barely comprehend a single word of the transmission that worry me.

https://www.youtube.com/watch?v=KkJpWekIOlU:7

https://www.youtube.com/watch?v=zt51FnFfad4:6

https://www.youtube.com/watch?v=SSzU2aNKVe8:6

Work 5 days a week. 17% decrease in work. 100% increase in time off.

Sounds good, but some of us don't get that luxury. It may mean no more job or it may mean considerably less money which might mean no plane. In the current circumstances it may also be difficult to find a replacement job with better hours.

There's zillions of these Rotax engines around the world, can't be too much of a problem vapour lock surely?

It depends on the installation. some of the European designs do not have the Rotax recommended return line which isn't such a big deal in cooler climates. Some that do have them only return back to the gascolator so that their fuel flow meter will work.

There are many possibilities with this sort of event. Possibly took off with out the boost pump on, or had the fuel selector off, which will give you just enough to get airbourne if you a starting from hot and have a very short taxi to the strip, or just serious heat soak. The Sportstar is tightly cowled. An acquaintance has a different aircraft with close cowling and he can't run mogas even with return lines because of poor exhaust design which heats the float bowls on the carbs excessively at high power settings.

There are many possibilities here, usually to do with the installation and not so much the engine itself.

certainly before it was but now probably about the same as most of us with such a long heavy extension. I think he got the vibration down to 0.07 on the balancer was the best he could do. Have a new bracket now too made out of high tensile alu and pickups are redone. The accelerometer is now directly behind the optical pickup dead at 12 o'clock so the backet should be more solid and we get better readings

It's not airframe related is it? I had some funny sounds coming from the back originally and it was sheer arse that I found it was thin sheetmetal vibrating in turbulence off the canopy at certain AoAs. Some VGs on the canopy sorted that.

When we have tried it on Danny's and mine and then Rogers....he doesnt have the extension either I will get it t you so you can have a play and see what its like

 

Danny spent all day yesterday chasing his vibrations.. he used new Bolly blades also a differt prop extension and he did a static balance and then used my dynavibe to get it the best he could..he says its a lot better..certainly best its ever been but still vibration there so it will be a good comparison with this new prop

Sounds like he needs a gas turbine. Is his vibration worse than anyone else's?

Looks like I might have to send you the test prop Mick to see how it compares...you dont have a prop extension do you?

No extension on mine.

Hi all,

I first used a Eprops 3 years ago..on a Savannah .

5600 on takeoff 5500 on climb 5600 full power level flight

VERY smooth and low inertia at engine stop .

After, I ordered mine for my CT ,but first used it on a CH601 .

More efficient than the Warp Drive previously installed, a bit better than the Kiev , .

Ii recommended on our 'CT forum' and you can read all the comments here

 

http://ctflier.com/topic/4988-new-propeller-for-ct/?tab=comments#comment-73293

read my 'report' about the test results on the amphib Kitfox

much more efficient than the Whirlwind.

 

alos, sold one to a customer for his SkyCruiser....replacing his Sensennich...

 

so, far,, everybody is happy, and nobody used the ''6 months satisfied or return ''

 

my 2 cents

Do you have any comparison on the CH601?

I swapped from a three blade Warp Drive to a two blade Sensenich and it was a big improvement on a CH601HD.

Didn't the pilot say there was coolant dripping in the cockpit? Seems funny to have any coolant lines or equipment in the cockpit.

If you look at the images of the aircraft whoever built it located the radiator under the fuselage and a long way aft. It's the big draggy looking box under the fuselage.

Zenith often have he radiator underneath, but most I've seen are just aft of the firewall. I would guess that they also chose to run the coolant pipes through the cockpit.

I could have done the same for a tidier external look, but didn't want coolant pipes in the cockpit.

I have seen a few light aircraft with coolant lines running through the cockpit, I don't really like the idea.

Cut and paste from 9 news... Teen pilot tells of moments before crash landing into trees

A teenage pilot has described the moment he and his grandfather almost lost their lives in a light plane crash in eastern Victoria.

Andrew Ottrey, 17, and 74-year-old Ken Bathurst were flying in South Gippsland yesterday when the aircraft's engine began to fail while the teenager was at the controls.

"The engine lost a bit of power and we saw coolant dripping down to the floor," Mr Ottrey told 9News

"Smoke started to fill the cabin soon after."

Within moments, the pair resorted to searching for somewhere to emergency land the plane, aiming for a paddock after radioing Yarram Airport to say they were experiencing difficulties.

Mr Ottrey was forced to crash land the plane but came short of the paddock, with the aircraft coming to a stop while dangling in trees metres from the ground.

Mr Bathurst is tonight still recovering in hospital from injuries he suffered getting out of the plane.

"He'd actually released his harness (and) fell about nine metres out of the plane to the ground," Mr Ottrey said.

The teenager was released from hospital today and has said he is still shaken by the incident, but otherwise okay.

If you want to see what the human species is capable by way of hurting themselves then go work on the EMS field, trust me Darwin Award recipients are breeding like rats out there!?

Can we blame EMS for helping them live to try again, along with our OH&S legislators?

There was a time when I was learning to fly gliders when we just happened to drive past a few dying motorcyclists. Thank goodness there were already ambulances etc there, and we had to look up later what had happened. This helped me convince the wife how safe gliding was in comparison to motorbikes.

I like pmc's point about how relevant some accidents are to us personally. When I eliminate the ones which I wouldn't do, like flying into cloud-covered mountains, I think that what is left is very safe. A few fatalities have been the result of the pilot going into panic when the sound of silence replaced the engine noise, for another example. This is not relevant to us older wiser guys with heaps of gliding in our books, or indeed anybody well trained and in practice.

The last fatality anywhere near Gawler was a metal aircraft which took off and flew into low overcast, from which it emerged in bits. I remember the day and deciding it wasn't a flying day at all.

These are the equivalent events to the hoon drivers pmc mentioned. I personally discount them.

So the question to the pessimists out there... How am I taking a risk if I continue to fly in good weather over wheat country?

The tug pilot and glider pilot that were killed in a mid-air over wide open plains at Jondaryan might tell there is still some risk.

For the comparison to be valid, you would have to look at circumstances. The best test would be “ could that have happened to me?”. For cars, eliminate drug- affected hooning in a stolen car and multiple teenage deaths with unlicensed drivers, etc. For aircraft, eliminate most scud-running inadvertent entry to IMC etc or loss of control during low flying and showing off. Just compare the circumstances that could apply to your driving and flying. I have no idea what the result would be.

No-one thinks an inadvertent stall/spin is going to kill them, but it seems happen a lot.

I don't know how many people bought a motorcycle to ride it slowly in a straight line on a highway. I don't know many, just one. I think perhaps the same is with flying. How many do it just to take off and fly in a straight line at high altitude?

I often wonder how police can operate motorcycles given the appalling accident statistics of bikes. Workcover (NSW) would be on their case like flies on manure so they must be doing something very different to the average rider. Is it very good training, detailed assessment of risks, competency based testing of skills and mental attitude, strong oversight by management, sounds a bit like flying. One major advantage we pilots have is total control over our situation including but not limited to what we will do in an engine malfunction situation. Mid air collision is the only thing we cannot totally control, fortunately very rare.

I saw a magazine article some years ago, and I don't know if things have improved.

It basically asked how any group of people would be treated if 100% of them had been in a traffic accident, Then went on to tell us how the QLD police motorcycle unit was one such group.

I have always maintained that you can make a lot of your own luck, and with motorcycling I have only ever had one close call that I could do absolutely nothing about. Scared the hell out of me, as previously I'd had close calls and always left myself a way out.

Bought 4 ea brake cyl seals (buckets) off UK eBay just as the CV19 panic struck us. Items were packed in a Royal Mail Intn'l Priority air mail envelope and despatched the day after order was filled at a postal cost of 4.50 quid. 52 days after despatch the item arrived in my mailbox! Virus influences notwithstanding, I reckon the convict ships would have given the Aust Postal Service a close run for efficiency! And my good wife wonders why I get more cynical as I get older. Sheesh!

And at nearly midday other day I placed an order for carburettor parts with a Motorcycle shop in WA. I figured they would show up some the week after. Wrong! They made it to my door in SE QLD in less than 24 hours. I have never had that happen before.

I certainly understand the cynicism though. I was told we mellowed as we age. I just get crankier every day.