Thirsty

I make periodic broadcasts on the area freq I happen to be monitoring when travelling xc. I don't see how it hurts to provide more information to those flying around out there. I am mindful of keeping it short if the radio is busy but it's usually fairly quiet so a no brainer IMO.

 

 

Those are frames from a USAF reconstruction video of an actual incident according to a bit of googling.

 

 

I also love the Brumby and the Lightwing Speed but they're both pretty heavy. I wish we had a higher MTOW (I think they're both 600KG) on these two then we could build GA experimental and load 'em up.

 

This is the main reason I like Morgans over these two. That plus lower cost.

 

 

The revs an engine is doing isn't related directly to the power they are making - the 20% referred to is power output not revs. An unloaded engine doing redline is not making as much power as the same engine at 50% of revs being thrashed up a long hill in top gear so the load on the engine is more relevant.

 

Aircraft engines are (or should be!) designed to handle running at 75% power for long periods of time. I think Rotax have got the formula right while Jabiru have undercooked the engine in a couple of places. So yes, the design of an aircraft engine is different to a motorcycle engine though the materials used are similar.

 

 

Gary is that cost all inclusive eg all the ancillaries, exhaust etc? If so sounds like a good alternative to a Rotax.

 

 

FYI I thought I'd show you a video recorded on my Ego camera. Not flying but you can watch in HD and get an idea of the image quality:

 

 

 

Nice video too btw. I can hear everything and there's no music!

 

That guy in the cct when you returned to ballarat was a little hard to understand no?

 

 

Yeah that is a pity. Mine hasn't failed me yet and I've used it in hot conditions as well. Might just be a one off. Are you aware there is a new app for the ego? Adds lots of new functionality.

 

 

The way it was explained to me was that you're not picking up the wing you're stopping the yaw with rudder. A consequence of doing that is the dropped wing will come up because it is now not stalled any more.

 

Andy, what are your thoughts on that?

 

 

When I learned GA in the late 80's I was paying around $70ph duel in a C152. The school where I teach now charges $175ph dual in an LSA55.

 

 

Didn't he say the phone would charge in 30 seconds? Get what you mean by the car charging example and I'm guessing there may be advances there one day too - maybe a HUGE super capacitor on site that is constantly charged relatively slowly using mains power but able to push out large amounts of amps to charge the cars as they pull in.

 

I like the whole idea for sure really sick of batteries :)

 

 

Guys try www.hobbyking.com as well. They have an Australian warehouse and if what you want is in stock there postage is a lot cheaper. I bought a Solo Pro 2 with transmitter for around $45 posted from HK a year or so ago. You might find a good second heli there for a reasonable price.

 

FYI - read the user reviews first 'cause some of what they sell is crap!

 

 

I believe it's council owned but I don't have any contact details, sorry.

 

 

Or is this recruiting fiasco perhaps just so that they can shoehorn another of their mates into the job without proper process, same as they did with Tizzard?

I think you've hit the nail on the head - don't be at all surprised if this is the case!

 

 

We understand all that Vev but over the years (17 or so operating these engines) we've not had real issues like that. We mostly have through bolt failures and the odd dropped valve. Again, if we had to spend the time researching and fixing low compressions on these engines we'd never fly and that's not an exaggeration.

 

 

And instead of instantly pulling heads off it's a lot quicker to do a quick leakdown (if you have the gear) and find out what the problem is. Might be rings in which case go fly and give it a good hard run, actually a good hard run often fixes most problems with these engines we've found except if a valve is about to let go :)

 

 

David: Talking about Jab engines. We operate Jabs in the flying school where I work and I own a J160. We often get soft pots and there is no way we could pull heads off every time that happens. Sometimes a hard run will return compression and sometimes not. We just have to take our chances.

 

Andy: we pull through 8 times.

 

 

If you didn't fly every time you did a pull through and found a soft pot you'd never fly!

 

 

My old mate bought his J160 in 2007 and his engine made it to 1000 hrs with the only issue being a thru bolt breaking at around 950 or so. Not quite 1000 but close :)

 

 

Exactly what I was thinking. I was thinking an email sent to those same people with links to these discussions would be a good move.

 

 

Are there virgins in QLD??

 

 

Exactly and if he were serious why not point all the WA members to this website so they can hear (read?) both sides of the argument and make a balanced assessment? He's just as bad as the supposed detractors he's complaining about!

 

 

Oziexplorer.

 

 

The temp limit is related to the airframe not the engine. FYI the earlier jabs don't have these limits!

 

 

Well he is a major in the army so there is a very good chance he definitely is a bully!