terryc
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Posts posted by terryc
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Hi Pud, yes their 12 degrees all right. 1/So we know the pitch for certainWell here's a photo of the pitch blocks showing a 'cast in' number where the Ultra-Props documentation says to look for the pitch degree identification. It looks like 12 degree pitch blocks to me.[ATTACH=full]17098[/ATTACH]Now with 2 up and a full load of fuel I reckon my Thruster climbs out very well - nothing spectacular mind, but not bad all the same. The tacho reads 6100 - 6200 max revs, and does not sound like it is screaming it's t#ts off. A mate of mine has a digital rev counter gauge that reads a reflective tape stuck on a prop blade. I'm going to see if I can borrow it this weekend to check the revs.
Just a thought - is there another way to check the degrees on a pitch block - is it simply a matter of reading the sloping face against the square edge to give you the angle?
Pud
2/ We know the 582 for certain
3/ Gear box. Do we know for certain the gearbox, I don't think we do. Maybe you could double check this Pud.
Gees this is fun :roflmao:Sorry Pud I know it's not for you
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Hi Pud, The 17 degree blocks offered by riley will make the problem worse by loading your engine even more. I have used them on mine but found them no good with two up so took them off straight away. The 16 degree blocks I used mostly [150 hours ] and what was on it when it came from the factory gave me 6200 revs exactly at full power on climb out the same as yours. When my engine was rebuilt after my accident the l2 that did it insisted that I change the 16s to 15s because the power lost in that extra 600 revs was considerable and needed with a t500. He was dead on the new climb out revs were exactly 6800 revs and a better climb rate. I've used 17 16 and 15 degree blocks and there's no doubt the 15s are the correct ones for the 582 on a t500 I remember tony hayes writing an article on this, maybe on this forum. I'll see if I can find it for you.G'day Terry,Well the numbers on the pitch blocks are certainly where the pitch numbers are supposed to be found on the Brolga props - look like they have been either cast in or punched in with a letter punch set. I'll check it under a magnifying glass when I get home. So if the pitch is 12 degrees the engine should be achieving 6800rpm no problems, yes? Wonder if I need to check the tacho now.... 2nd guessing again, I seem to be good at that!! I think I'll get hold of a tacho that reads prop revolutions and see what that shows. Let me see... engine revs/reduction box gearing= prop revs. 6800/2.58= 2635.66 revs at the prop. Is this correct?Our airfield is at 1330' asl according to my Recreational Flying 5" GPS.
Pud
Terry
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Hi Pud, with your 582 and gear box if you are getting 6200 revs flat out you do have 16 degree pitch blocks. If you want [and you should] to get 6800 revs you need to replace them with 15 degree pitch blocks. the maths don't lie. Altitude does make some different but not a lot unless you are on a high mountain top. If your pitch blocks have a 12 on them it must be for something else and not relating to pitch.OK, some issues here I'm hoping you can help me solveI have a brand new Rotax 582 on my T500 Thruster, the engine has just turned over 25 hours on the clock. It is driving a 68" 3 blade Brolga prop with 12 degree pitch blocks through a "B" reduction box at 2.58. Now this engine has always tended to overheat from run-in on. I have a hard time keeping the temps below 80 degrees indicated on a brand new VDO gauge connected to a brand new sensor in the engine head, all connected together with the wiring that came with the unit. So, unless the new gauge is faulty, I think the temp gauge is reading correct. I will, however, double check this next time I'm at the airfield by sitting the sensor in a pot of water and heat it up. I'll cross reference the temp gauge reading with a thermometer. I have only just pulled the prop[ apart to check the pitch, and I must say I was surprised to see such a fine pitch. I was expecting something near the high side of the range, around 16 degrees. I thought the overheating would be caused by too coarse a pitch setting and I could reduce the over temp reading by reducing the pitch - but not so. Another complication for you to digest; I have never been able to get full (6800) revs from the 582, either on the ground or when flying around. Most I've got is 6200RPM, so again I thought this would be due to a coarse pitch setting. Now I have to rethink. The EGT readings are identical at about 1100 on the gauge when at 6000RPM, so I reckon the carbies are right. I checked the barrel slides in the carbies and they are opening right up at full throttle.So I have 2 issues - an overheating engine, and an engine that is not achieving full revs.
Where do I go from here learned forumites?
Pud
Regards Terry
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Yep, recreational flying for me too.
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The 'improved' version of the Zenith CH701 was the much-hailed CH750. Many waited for this 'improved' design. However, when the two were flown by 701 pilots, the only real comments about the 750 were (a) the looks were better; (b) there was more cabin width; © the luggage area was larger; (d) legroom had improved; and, (e) the dash size had increased.Sadly, the aeronautical performance dropped in almost all parameters. Take-off and landing rolls increased, the useful load was similar, stall speed increased but cruise speed increase was only marginal, fuel consumption went up. Many were disappointed by Chris Heintz "new and improved" design.
It's very interesting how stories develop over time, most off which are far from the truth. I've read many comments about people being unhappy with their new 750 but nothing but praise from the pilots that fly them. It's my understanding that the 750 has many small changes from the 701 and these changes achieved there intent, if this is so then the designer has done what he set out to do. When I was looking at a savannah kit the agent spent most of our discussions bagging the zenith 701 and very little time promoting his product, needless too say I didn't buy. Most pilots in my neck of the woods love looking and touching and flying any light aircraft and talking about their differences rather than any failing they might have. The savannah and the 701 and indeed my thruster all have idiosyncrosies [ spelling] that are unique to them. As I have built hrs in my thruster I have honed my skills accordingly. I'm sure it will be the same when I'm flying my 701. soooooon I hope.
regards Terry
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The zenith 750 with bubble doors is a massive 50"What RA air craft has the widest cockpit ? -
eightyknots, mykitairaplane.com is the site. It's a US site. The fella's name is george race and I've bought a number of things from him for my 701. His easy to deal with and helpful.
Terry
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This is a complete seal which is water tight cut with cnc machine and a neoprene washer.
cheap too. I've used this fellow to make some things for my 701
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Hi Pud, the thruster is one of the easiest to side slip, easy to enter and easy to exit. I didn't like it at first but now I do.I was taught side slipping in the Drifter, and not just a quick lesson either, it was over a number of lessons and I had to get it right. Must say though that I haven't used it much since, and never in the Thruster - does anyone know how a Thruster handles the side slip? I'll give it a go next time I'm flying. The Thruster drops pretty quickly anyway when the power is reduced to idle. I can only think of one time when I could have sideslipped the Thruster to set up better for landing, as it was I just flared a bit 'hot' and let the speed wash off before doing a wheeler. Could still be useful on a short strip though.Pud -
Why do they have every right to be angry. Why would law abiding aviators have the slightest problem with scrutiny. This paranonia is breeding contempt.You have every right to be angry because there's a good chance genuine law abiding aviators in the Riverina and NE Vic will get some close scrutiny in coming months.It's time it stopped. I once asked my cfi why this type of thinking is more prominent in rec aviation and his thoughts were that because flying was so much of an individual sport that our main focus was on ourselves. Come on guys give it a rest.
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Hi Brian I too have brought a dynavibe, and like you haven't used it yet , hope to over xmas. Will let you know how I go. From my research results should be great.Hi Nev, I have just bought a dynavibe balancer and was wanting to get some info from people that may have had it done, mainly for jabiru props but the info that comes with the unit suggests that it would work with other props as well, including reduction drive typesBrian -
Hi Pud, When my thruster came from the factory it had every connection on the fuel lines held with cable ties. When I repaired it after the owners crash I replaced them all. I must say that after ten years they were still in perfect condition.Yep, just googled it and that is what I have used on my Thruster. Interesting to see Tridon also supply cable ties:wink:Edit: Sometimes hard to get the small clamps for quarter inch fuel line.Pud
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Hi John, you should use aluminum rivets with aluminum stems. Having used thousands of them I can tell you they don't come cheap.What type of pop rivets are suitable for recreational aircraft construction? I always understood that dissimilar metals (aluminium rivets and steel stems) could invite corrosion. I welcome discussion on this subject. John. -
Thanks for the pics, mmmmmmmate your a legend. That's a lot of manual labour, but when a man's on a mission a man's on a mission.put some pics of the runway up -
Hi Flyerme, I've never lost tail control even at very low speed on the ground so I don't think what you describe is typical of thrusters. I suspect it's unfamiliar
aircraft that is the problem. Thrusters have little querky responses that can catch you off guard if your not on the ball. Having said that once your've mastered it you never need to think of it again. It would be better for you if you had someone show you these things with a couple of check flights. When I did my conversion for tail wheel in a thruster [ because I own one] my instructor let me go on my merry way until he needed to take over. Without him both our first experiences would have been the same. From there with some help it was quick and easy to pick up and it does become second nature. Good luck.
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What a lot of doom sayers. What's wrong with you guys. I think I'll give this forum a miss for a whileDefinitely a good positive story on recreational flying, and I though ER "done good" with his small segment in promoting our corner of the aviation world.Now I'm a pedantic sort of person....... So I have to agree with Motz (not often I agree with the way you go about getting your point across though Motz:wink:) that the wingovers were outside our rules whichever way you look at it, even though it made for great footage on the TV. I reckon the footage would have been just as great with 45 degree angle of bank and good camera angle. The article will give us good positive publicity with the general public, but may attract unwanted attention from others. Motz uses the term "professionalism", hell we shouldn't be professionals! I prefer we be seen as a solid, safe and responsible sector of aviation - just not sure we are there yet.......Pud
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Who are they, I doubt that such a system would hold up in court. If it's been applied then it needs challenging.Morning allThey say that if you loose your car licence - DUI - ................................... then you use boat license (if you have one) and vicki versa (guess thats true ??)If you lose your car license ................................. because of excessive alcohol (not planning to) - i.e; DUI - do you loose your RAA pilots licence ?
Would you loose your GA pilots license ?
JM
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up up and away with P U D.You know, I hesitate to say this (again), but I reckon tomorrow might be the day I get to sit in the left seat and take the weight off the wheels:oh yeah: The test pilot has about an hour to do at height, then all things being ok...... Well I've said it before but buggar it, I'll say it again - "Here we go!!"
Pud -
Just read his article, has a nack for stating the bleeding obvious doesn't he. During my training much time was spent on circuits and touch and gos and I very much enjoyed it. I think it gave me a lot of confidents in controlling the aircraft on the ground as well as understanding the effect of increased and decreased thrust. Spending my time backtracking continually during my paid hour would have seen me looking for another instructor particularly when ground lessons were free. When your flying there is only a certain amount of info you can take in [ for me anyway] and I'm sure instructors take that into account for each student. If training was carried out following his logic paid flight hours would escalate considerably, hence increasing cost and in my opinion with no learning benefit.Who is this professor Avius who writes articles for the sport pilot mag? -
I noticed that nearly half of the engine orders are for zenith 601s, 701s, or 750s
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I think the advice he might have received went something like winsor68s comment. Sometimes comments by a coroner have real value and sometimes they don't. In this case it seems he/she is a bit out of touch.The findings by the Coroner of the Sting accident near Goulburn back in 2007 had the following to say at the end of his report.I make the following recommendations, the Minister for Transport, with copies to RA AUS and to CASA, and ask for advice from each within six months as to their implementation.1. That RA Aus be funded through CASA sufficiently to ensure annual inspection of Pilot and Aircraft Log Book Records, and to supervise regular servicing and maintenance of all recreational aircraft with two Levels required for maintenance, Level 1 being confined to low level maintenance by owners, and an annual, or 100 hours, whichever is the earlier, Level 2 service and inspection by suitably qualified independent mechanics. Further, that the current ‘Policy and Accreditation of Persons Suitable to Conduct Maintenance on Recreational Aircraft’ be reviewed by RA Aus with a view to restricting the type of work that may be carried out at Level 1.
2. That RA Aus have power to ensure that Condition Reports are correctly prepared and presented by an independent LAME prior to any sale of any aircraft.
3. That RA Aus establish a public register (including the records) of all recreational aviation aircraft (ultralight) importations and sales in Australia, and accept the obligation to ensure appropriate registration based on a certificate of airworthiness.
4. That RA Aus have the power to impose sanctions including fines and loss of licence for non-adherence to its requirements.
I note in para 3 above that the coroner recommends a public register be implemented within six months. I wonder what advice he received from both organisations.
My pennies worth
Cheers
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Hi Docjell, firstly that's great, secondly our rights to privacy are the same, it seems VH rego plane owners are not given their rightful entitlement in this regard which I was not aware of and needs to be addressed. It's likely something that's gone on forever back when nobody cared about others privacy. Nowadays this is unacceptable. I like it as it is and don't want RAA office staff time taken up with people chasing up plane regos and such,[ important matters excluded of course.] If the issue is one of avoiding landing fees as was the inference in an earlier post then that's one of dishonesty and should be frowned on by us all but is not cause to have our rights removed. Sorry about the misquote my brain and fingers aren't as connected as they should be, on the issue of responsibility and reasonability we will have to disagree.Hi Terry - fairly chip free as far as I know! I don't ask by what right RAAus keeps our details private -that's a given - I ask how come we apparently have greater rights to privacy than VH aircraft? I didn't suggest government legislation was not reasonable or responsible - don't misquote me - I suggest that our ability to keep our registration details secret was the irresponsible unreasonable bit.My friendly mole in ATC assures me that getting details for a VH aircraft is easy (a reasonable 'need to know' wouldn't you say) but for an RAAus aircraft very difficult - is this really reasonable? And how does it enhance our much needed credibility?I don't think it does at all.Regards Terry
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Hi Docjell, what are you inferring with the tone of your post, you ask by what right do we ask RAA to kept our details private. Well, the right given to us by government legislation. You say this is not responsible or reasonable, how can this be so and how can we be being treated any differently from other aviators, Do you have a chip on your shoulders that you would like to get off. [ I ask this question respectfully]The topic thread of an 'emergency sticker' attached to an aircraft and giving the owner/pilots contact details brought to light information that I found extraordinary in the extreme. During discussion it transpired that my contact details relating to my aircraft registration marks are kept by the RAAus as 'confidential information' - I'd assume therefore that my details were only to be given out on a need to know basis (eg ATC or via AFRU to chase up or charge landing fees), but apparently not. They are available to Search and Rescue only, so I'm told. The RAAus wishes to be seen as a responsible cog in the wider aviation 'machine', yet are not prepared for their members to be openly accountable for their actions. We share the airspace with many other users - why are we hiding behind a cloak of secrecy? Surely ATC has every right to know who I am if I have caused control chaos somewhere - and to contact me for a 'please explain' directly?Ross Millard waxed lyrical on the subject and said that the RAAus membership had 'voted for this' (when - recently?) therefore it was effectively set in stone. Of course 'secret registration' was voted for - its human nature surely- but its in no way responsible or reasonable. Why should we place ourselves apart from the systems in place for other aviators? By what right - simply because 'we voted for it??' No one would advocate that our ownership details should be open to anyone, but surely we should accept that we should be as 'traceable' as any VH registered aircraft?Ross also disagrees with me that the RAAus is currently suffering from shaky credibility - but it most certainly is - keep your ears to the ground and listen. This absurd veil of 'ownership secrecy' does nothing to enhance this. We are pushing for more an more PPL privileges but without the extra knowledge and training (and of course expense) that goes with these privileges, and I believe this road is a dangerous one to travel. Our recreational ticket should be just that - fun in the sun. If you want more - get a PPL.
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Looking at the pictures on ebay and being a thruster owner I have picked some glaring mister meaners that would need to be remedied before you could consider flying the thing. It would be my opinion and only my opinion that this aircraft is not airworthy and requires a complete going over bolt by bolt and hole by hole and insert by insert by someone very familiar with thrusters. Also this is a certified aircraft so no modification allowed. A lot of work to be done I think. In the pictures I didn't see a serial number, without it you can't register it. I don't say don't buy it but the price would need to reflect what you are buying.
Pud
Fatal trike accident at Cootamundra
in Aircraft Incidents and Accidents
Posted