M61A1

Behind what engine? Was it fitted with a mixture control? I fitted an Air Fuel Ratio gauge when fiddling with a different system. I left it on when I put carbs back on and found the metering not nearly as precise as I thought. Taking off at about 1500 amsl with afr ratio of about 12.5:1 at full power you can watch the afr drop as you climb and will get down to just over 11:1 Around 7000 amsl, which significantly reduced power, not only because of lower atmospheric pressure, but an over rich mixture. Maximum power occurs between about 12.1:1 and 12.5:1, any richer or leaner and revs start to drop off, although over rich seems to reduce power quicker than leaning. With the other system fitted, I could adjust the mixture as I climbed which provided optimum power for the altitude.

They are sort of near Dalby but they are MTR. The vibration analysis I’m interested in is to do with tracking and balancing helicopter rotor blades. It’s one thing to static balance them, another to dynamically balance them and that all changes once you get forward flight at different speeds. some of the balancing kits have a settingto do a “spectrum” analysis, where it gives you a graph showing all the different frequencies and their amplitudes through the airframe. Once you know that you can match it to a rotating component because you know what rpm that component spins at.

As a maintainer I would love to learn more about vibration analysis, but I'm not sure my brain will handle it. I thinks it's almost full, as I'm having trouble making new stuff fit. I find tracking and balancing helicopter rotor blades fascinating, but we are limited in our adjustments to what the program tells us to do. Different systems with different programs seem to get similar outcomes from different methods, but sometimes they seem to make no sense. We use oil analysis all the time (every 50 hours) on gas turbines, sometimes we send particles away for analysis, but I'm not sure it would be cost effective for a cheap ultralight.

If you fly the same aircraft regularly, I doubt it would be a problem. It's not just sound and attitude, it's feel as well. My partner that flies with me knows when I'm doing stuff out of the ordinary by the way it feels.

Normally the instrument fittings are 1/8 but 1/4 bspt is the size nitto air fittings are, not 1/4" actual dimension. just use a 1/8 BSP plug and drill a really small hole in it. also acts a a damper then.

The sintered bronze thingys are mufflers for pneumatic valves. They seem to start at 1/4 BSPT. One could probably get an adaptor,, but all you need really is a plastic bung with a very small hole in it. As far as "needing" a proper static setup, it will just depend on how accurate you want things. The ASI, ALT and VSI in my Drifter used to do silly things at high AoA due to the low pressure formed behind the pod. For example the VSI showed a fantastic rate of climb for a bit when you added full power and put the nose right up.....then you realise it's lying. The difference between real static and cockpit static in the 601 is about 20 kts worth and doesn't change much with both vents (NACA ducts each side of the cockpit) wide open.

The lock/unlock mechanism looks like a Maule but the fork doesn’t. Is it a hybrid?

I object to cloud and web based logbooks because I spend half my life in areas with no coverage, something someone living in Europe may not be familiar with.

I hate this.....They say "shop locally", so you go in to the shop that you would expect to have the item in stock. SHOP- Sorry we don't have that in stock, but we can get it for you. Should be here in a couple of days. ME- OK then. How much? SHOP- The item is $XXX and $XX for shipping. ME- OK then if I'm paying for shipping, send it to my house, so I don't have to come back into town. SHOP- We can't do that. ME- F*#k it, I'm buying it online.

Here are some charts: one gives you the relationship between AFR and EGTs, the other AFR and power.

At a guess I'd say the one in Melbourne probably also treated you like you were a problem, not a source of income. My experience anyway.

I would take most Family LawCourt DV claims with a grain of salt. Been through that, along with many others. The data I provided took their numbers from the ABS.2016 Even Bettina Arndt Points out that the often quoted figures are massaged somewhat and provides references. DV is an industry and is often used for the wrong purposes. I’m not suggesting that all the claims are false, but that the violence is a lot more even between the sexes than they would have you believe.

My current exhaust looks a bit like the one on the left, with a few more bends in it. Not a factory one though, it looks like someone made a copy.

Ok, Thanks. That makes a lot of sense that neither performance or economy changed. I think I have seen some of the exhausts you have described on 912s. I have been on the lookout for good performance 912 exhaust designs for a while and I'm keen to see anything that is proven to work. The hard bit for the 912 (or any aero engine) is that some length is required, making it difficult to fit under a cowl. If it has a muffler and not just straight pipes, you could fit an O2 sensor. The results may be surprising.

Shame they don't have a "Hard on" emoticon...... I've seen some damn nice RV8s, a bit out of my budget at this time though.

I spoke to someone while at Avalon last year about Breezy. I did like the idea, but the standalone bit is important for me. I have to be able to "own " it.

The stock Rotax system is clearly designed to be compact without too much thought. Did your modified system have tuned length runners for the rpm you were using? Also to get correct pulse timing the 1 & 2 cylinders should be paired and 3 & 4 cylinders paired together as there is 360° between pulses (between each cylinder of the pair). Where there is an uneven pulse (540° and 180°) between 1 & 3 and 2 & 4 if there are paired together. I think also what KC is getting at is that the Sav exhaust causes uneven flow between cylinders, making it more difficult to properly setup.

Clearly the idea of inexpensive is rather subjective. I'm sure it does a nice job, but I think I'd rather spend the other $250 on something else and have the experience of doing the part myself. I find no satisfaction is being able to say I paid someone else to do it, but that's just me.

In Drifter in broad daylight if you turn it down you can’t read it. In any case it’s in direct sunlight and a black case doesn’t help. I’ve even had it overheat in the drifter while turned off.

That is another thing do. I don't like charging them in flight, so to preserve battery life, I get a heading and fly it and turn the ipad off. I turn the ipad on every so often to check that I'm where I think I should be. I carry one of those jumpstarter packs which has a USB charge port if I really need it,, but I've not needed to use it in flight as yet. if I'm going somewhere unfamiliar I will print my map off before leaving. I've not flown in Europe, but from what I've seen their maps are really cluttered and airspace a bit tight, so that may make that a bit more difficult.

Kaz, I have a great deal of respect for you, but: There is a perfectly logical reason for the so called “gender pay gap” and it’s mostly to do with choices. It is illegal in this country to pay people less because of their gender, so real figures comparing apples with apples the hourly rates for the same job are the same. One thing the so called "experts" forget to mention in their figures is that if a woman is not working and caring for kids, someone is still paying her and or supporting her while she does that. Whether it's child support or a working partner the money is still coming in but never accounted for. The "experts" also tend to be agencies set up and financed with the express objective to come up with numbers that support their cause otherwise they won't have a job. I’m not sure where the DV stats came from, but from what I have researched they are wildly inaccurate. http://www.oneinthree.com.au/overview/ I also suspect that the reason harassment numbers might be that high is because of the extremely broad definition where they can interpret almost anything they don’t like as harassment. For the record: This is my experience. I have never been accused but have seen it in action particularly in large companies.

Most women I know reckon that the worst bullying comes from other women. Maybe WA is behind the times but women have had a pretty good go of it over here for at least the last twenty years Almost to the point of being outright anti-male and especially in government and public service. I have never witnessed men harass or bully women, but I have seen several guys lose jobs or nearly lose jobs due to unsubstantiated harassment claims when one of the women didn’t get their own way.

I disagree....Most western corporations have swung so far to the left with diversity and equity crap that generally women get away with far more than men ever would. I suspect the reason that harassment and bullying are rife at Airservices would be because they moved the goal posts so that normal behaviour now fits bullying and harassment criteria. I may be wrong, but I am extremely suspicious of the claims and smell a class action on the way, with money to be made for lawyers and their financiers.

Mine used to overheat in a drifter if the sun was directly on it. Not helped by a black leather kneeboard. I made an aluminium kneeboard and left it in natural finish. The design has a gap between my leg and the ipad back which allows airflow and the support at the ipad back acts as a heatsink and the hinged cover keeps the sun off.

That is correct.