RickH

Is there anybody out there who can tell me the Airfoil designation of the airfoil section used on the X-Air Hanuman IE Clark Y, Naca --- , Eppler 748 (tho I think it would be unlikely to be Eppler of any kind) Regards RickH

The Carden site was used purely as an example do some web surfing there are others and regardless of operational arena there are certain design rules to which all aircraft designers adhere undercarriage stress (impact, fatigue and otherwise) being one of them. RickH

I never cease to be amazed by the armchair experts so willing to jump in and offer totally uninformed opinions some of you guys really should think before you put your fingers into gear. Try checking out the Carden Aircraft website Carbon fibre landing gear good enough for some of the top aerobatic aircraft good enough for me. Cheap Enough too. RickH

hey Graeme Try your local M\cycle shop RickH

so where can you buy it

As Nev says the saying goes re prop length. However this seems to very much gone out the window these days and is a subject of some interest to me. Example :- friend has X-Air 65hp rotax 68 inch prop. friend No. 2 has Hanuman 80hp Jab 62 inch prop I have seen many examples of this disparity and have yet to figure out why. and Yes to Geoff I recall having read of this technique many times as the best way to set up your prop. RickH

Here we are guys So Maj and Head in Clouds Lets get into that discussion here. Meanwhile back at thee classifieds my engines are still for sale. Regards rick

A mate of mine runs Castrol 2t in his 582 but adds a product (a capfull) called Moreys (I think) lube to every 20 litres of fuel he swears by it and I have been with him when he's done the bearing wear test recommended by Rotax, at this stage there has been no sign of wear and I believe he has in excess of the 500 hrs recommended TBO.

Can anybody tell me where to get Hirth engine parts in Australia. Specifically I need one of the rubber drive couplings for the gearbox. Does anyone know of any equivalent replacement parts. regards RickH

I've been browsing Louis and just read your article. Top marks too you. I'm going to follow your advise and use this to fit out my favorite M/cycle Helmet which I've always wanted to be able to use in my plane. RickH

Hey 68volksy Can you remember the brand of the prop. RickH

Rotax recommends that the vents on the sides of the carbs be joined by a length of tube as mentioned above with the hole located at mid point as the standard setup as this insures balanced pressure across the carb. Have a look at their operators manuals.

The impossible dream.

Thanks Major I really appreciate your input. Regards Rick

Thanks heaps guys for the input I think you have confirmed my thoughts and also settled the question for me. I think I will probably look at attaching a set to my machine. I am limited to having to position them at about two thirds span out from the root and seem to recall reading somewhere that this was the preferred position although I note Major that you mention it as being one third. What are your thoughts on the differences between these two positions. Regards RickH P.S. Not sure I want anything to do with fitting the barbed wire kind Graeme. Not good for fabric coverings.

hey Peter Looks like Stits gets the vote. I used this system and am very happy with it. According to their manual it will last 25 years sitting in the sun, you'd probably be wanting to have a good look inside the wings before then.

Have been doing some reading on wing fences and am wondering if anybody out there has any experience with fitting these to air craft, what type of aircraft , location and type of fence etc, also results. Are there any simple designs that you may be aware of. Also thoughts on vortex generators. Regards RickH

Hi all to say that all RA aircraft dont have toe brakes is not at all true. As mentioned above the Savanagh has them and so do the X-Air and the Hanuman. I have a small mid wing taildragger "Alchemy" and have installed heel brakes. The installation of the brakes entails very little differences in the basic installation techniques regardles of the mode of operation or the design. ie You have a method of actuation, hydraulic or mechanical and you need to get a signal from the hand\foot controll to the brake itself. And there is no reason not to fit them if you so desire. Basic cable operation is probably the simplist system to install and if you can use the most basic of hand tools then you will find that it is a relatively simple matter to fabricate the pedals you require. If you install two pedals and two seperate operating cables hey presto you have differential braking as well. As they say it's not rocket science. Regards RickH

Somebody mentioned airmanship earlier. Basic rule "don't turn fuel tanks off unless you have a leak or are working on the system" and if you do have a leak you should be looking for a place to land very quickly. RickH

Nice dream But looking at the site ,it's all CGI and my prediction is it's anothewr Moller skycar( ie lots of money spent(the shareholders') and none flying. Why do I say this look at the proportions of wing size etc' I doubt it will get of the Ground. Rick H

cheers Nev not sure what you mean by"the camshaft motor", they all have them (obviously not two stroke) EA20 is twin overhead cam if that is what you mean. Will try Terrier but am not hopefull as they probably just want to sell me a complete set up. Commercial organisations not usually helpfull to perceived competition. Regards RickH

Hey Guys I have an EJ20 fuel injected subaru engine which I am in the process of converting for aircraft use and so far have the pullies and prophub sorted. I need to do some CAD drawings for the adapter plate for the bell housing. Is there anybody out there who may have copies of bell housing drawings with the dimensions of the housing showing the dimensional relationships between the locating holes and the crankshaft centre. I alos have an EA81 engine and drawings of this would also be helpfull. In return I am willing to share the results of my work. Thanks in advance for any help available. Regards RickH

Doug My boss has an X_Air running a 582rotax with 68 inch brolga prop 3 blade which I often fly,runs damn fine. Regards Rick

Gibbo like I said mate checkout the RA_Aus web site Thrust produced is dependant on Prop speed, pitch and diameter as well as engine horsepower(ie work done or in the case of engines work capable of being done by the engine in question).Diameter of prop dictates the dia of the tube of air being moved by the prop and in combination with pitch and the rpm gives the volume of air being moved per second. Air in standard atmospheric conditions weighs 1.225 kg/cuM work it all out and you get kilograms or if you like pounds of thrust per second. kilograms or pounds moved per sec(thrust) equates to H.P ie one horsepower =550foot pounds per second. ie one pound of air is moved 550 feet in one second. Like I said check out the website it's all there and a lot more. Jet engine calcs are a bit more complicated ie you have to take into account pressure volume and temperature both in and out ie P1V1T1=P2V2T2 if you manage to spend the time to learn the relevance of this equation you'll have jets sorted as well but you probably don't want to go that far. Regards RickH

Hi gibbbo your question is a little rhetorical. Thrust output is going to depend on engine h.p. propsize pitch etc. etc. e.g. 1000 cc VW engine puts out somewhere around 35 - 40 h.p. 500 cc rotax engine puts 50 h.p. 1000 cc BMW m/cycle engine puts out around 72 h.p. Check out the RAAus website there are some very good articles on horsepower thrust etc relative to the prop. Regards RickH