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Kev

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Posts posted by Kev

    BR8ES Alternatives

    in Engines and Props

    Posted

    Mick,

     

    sounds like a really good way to ensure the engine ignition system stays good. I assume the 912uls's was a typo and that you meant 912UL which has a 200hr plug life. The 912ULS only has a 100hr plug life.

     

    Safe Flying

     

    Kev

     

     

    Would You Live in an Airpark?

    in AUS/NZ General Discussion

    Posted

    I would be looking for:

     

    1) somewhere where the scenery would be good to fly over (used to coastal views).

     

    2) be able to build a brick home rather than live in a converted shed.

     

    3) small set-up. Not bothered about facilities on-site, as I think if you share a strip with like minded people you would make your own facilities i.e. BBQ at your house etc.

     

    4) shops not too far away (for necessities) and places within driving distance to visit (when the weather stops you flying!)

     

    Kev

     

     

    BR8ES Alternatives

    in Engines and Props

    Posted

    Mike,

     

    No problem - feel free to disagree or challenge an opinion at any time. Some opinions will be more or less qualified than others, but the main thing is that they are free and you can take them or leave them.

     

    The short answer to your question is yes, the other ignition circuit should get you home, unless of course the other plugs/plug caps are in the same condition and about to suffer the same failure. Assuming that all of the plugs were serviced/replaced at the same time, this is probably more likely.

     

    I personally know of at least a couple of trike flyers who use the screwtop plugs on a 582 quoting something like 'Iv'e used them on my trail bike for 15 yrs and never had a problem', and indeed as far as I know they haven't had problems, but there is something else worth considering - You, or whoever is doing your servicing is signing for doing so iaw the Rotax servicing manual. Fitting the incorrect spark plugs would contravene those instructions. If you were to have an accident under these conditions, would you still be covered the HGFA/RAAus insurance?

     

    Safe flying

     

    Kev.

     

     

    what to look for

    in Other Rec Aircraft

    Posted

    Bill,

     

    I would advise you to not even consider inspecting the trike on your own. If at all possible, take somebody with you who really knows their way around a trike. If this is too difficult, it would be worth paying your instructor, whatever his going rate may be, to accompany you.

     

    That aside, the whole trike - engine, wing and trike unit - is subject to a 25 hourly scheduled service cycle, which must be carried out and signed for by qualified person. If the trike is 400hr or five years old, then it requires a full overhaul of the engine. The seller should be able to produce all servicing documents for you.

     

    The aircraft log book should (but most of the time doesn't) also list any rectifications or unscheduled servicings, along with any modifications done to the aircraft. Minor mods can be carried out by the owner. Any major mods should be carried out by a qualified person and more importantly be authorised by the manufacture.

     

    Basically Bill, in your position I would be looking at the general condition of the trike, including cleanliness. Also rubber hoses, propeller for correct repairs (expect some damage on any prop), signs of coolant/fuel/oil leakage, spark plugs (not screwtops) and whether wing has had any repairs or UV degradation (Bettsometer test or if not available, fingernail scratch test). Check also for corrosion on wing wires.

     

    If you have any reservations about the trike, it would probably be better to walk away and get a second opinion.

     

    Best of luck

     

    Kev.

     

     

    BR8ES Alternatives

    in Engines and Props

    Posted

    Mike,

     

    Be aware, corrosion and ends coming loose are not the only issues with the aluminium screw top plugs. The main issue is aluminium dust created from the plug cap spring wearing on the screw top, collecting in the plug cap and causing tracking of the current - in effect, bypassing the sparkplug.

     

    This is more prevalent with the old metal shielded spark plug caps, but is still relevant.

     

    My advice is, if it's not a steeltop and the correct number, don't use it. The correct plugs may seem an unnecessary expense, but consider how much an engine failure could cost you.

     

    Bertfloods can normally get most things to you by express post - usually next day.

     

    Fly Safe

     

    Kev.

     

     

    Turning over Rotax pre start?

    in Engines and Props

    Posted

    Markendee,

     

    Pauln is correct. The reason for turning the 912 by hand is to ensure that the engine is fully scavenged (ie that all the oil is in the tank) before you check the contents on the dipstick. Otherwise, you could get a false reading (ie low) and add oil unnecessarily.

     

    Kev

     

     

    Modifying your Microlight

    in Trikes and Microlight Aircraft Usergroup

    Posted

    The following is an article that I have prepared (but not yet submitted), for the HGFA magazine, Soaring, and felt that it may be of interest to RAA members.

     

    I don’t think I have ever seen a Microlight, other than in the factory, which has not been modified at all. Let’s face it, even if you buy a top of the range model, with all the bells and whistles, you will generally still need to fit a comms system and then a VHF radio and so on.

     

    A Major Modification is any mod to a structural component or integral part of an aircraft i.e. any part which would affect the safe operation of the aircraft, and as such must be approved by the manufacturer. Any other modification would be classed as a Minor Mod and may be made by the owner. Details of ANY modification made should always be entered in the aircraft logbook.

     

    So, let us assume that you wish to install a VHF handheld radio into your trike. How hard can it be? All you need to do is find a space to put it, stick it there with Velcro or tyraps and plug it in, right? Not quite. There are one or two other factors that you should be considering. After all, you are fitting an electrical device to an aircraft, not a car, and therefore, other factors apply. For example, if fitting the radio to the instrument panel with Velcro, some sort of secondary restraint, in the form of a lanyard or strap, should be fitted, in case the Velcro should fail during turbulence or a hard landing. I know of two separate instances, where an expensive GPS has been lost ‘over the side’ of a trike, due to insecure attachment. Fortunately, on neither occasion did it go through the prop!

     

    If the installation involves the fitting of any electrical switches, then those switches should be mounted in the correct sense i.e. DOWN for OFF (This is a general aircraft standard, hence the term ‘Shut Down’). They should also be labelled appropriately. There are also considerations regarding the antenna, comms box and power supply.

     

    Okay, this is all well and good, but this sort of information is not that easily available to the average trike flyer. Well, in Britain, it is. They have a severely regulated system and when they do any mod to their Microlight, that aircraft is then grounded until it has been checked and signed off by an inspector. In order to facilitate this process, they maintain a list of Technical Information Leaflets which include Standard Minor Modifications.

     

    These include the installation of radio/intercom, transponder, strobe lights, camera, GPS and auxiliary power socket – just about everything you could wish to fit to a trike, and yes, panniers as well.

     

    I would urge everybody who is contemplating modifying their Microlight (in the UK, Ultralights are known as 3-axis Microlights), to visit the BMAA (British Microlight Aircraft Association) website and check out these Technical Information Leaflets. Whether or not you choose to comply with them, and to what extent, is up to you, but at least you will be making an informed choice.

     

    Go to: http://www.bmaa.org Select Tech Talk, then Technical Information Leaflets (TILs) or Standard Minor Modifications from the list of documents.

     

    Safe Flying.

     

    Kev

     

     

    Tundra undercarriage

    in Other Rec Aircraft

    Posted

    Dave,

     

    A small point seems to have been missed by everybody here.

     

    Changing the wheels to a different type would constitute a Major Modification, which must be authorised by the manufacturer. You haven't actually said whether Airborne have endorsed the Mod, just that it is not certified.

     

    Without their authorisation, the Mod would be deemed illegal, which would presumably render your trike illegal and any insurance that you have, would almost certainly be null & void.

     

    I would contact Airborne if I were you, for their views, before going any further.

     

    Best of luck

     

    Kev

     

     

    Bi-annual inspection

    in Other Rec Aircraft

    Posted

    Ditto to Crezzi's comment, especially regarding the bettsometer test. The renewal paperwork includes a fairly detailed description of what you should be checking, and with your mechanical knowledge, I would guess that you were sufficiently competent to carry out the task yourself.

     

    However, it is worth considering a second pair of eyes - always useful, even if 'unqualified'.

     

    Regards,

     

    Kev.

     

     

    Take off technique

    in Other Rec Aircraft

    Posted

    Rob,

     

    Thanks for the clarification, and I concur fully. Just because my explanation is clear to me, that doesn't mean that it is clear to anybody else.

     

    Thanks also for the endorsement. I was beginning to think that I was the only one who thinks and flies the way that I do.

     

    I look forward to hearing more on this subject.

     

    Regards,

     

    Kev.

     

     

    Take off technique

    in Other Rec Aircraft

    Posted

    Hi,

     

    A brief history. My ab initio training was with a Pomme instructor - since then, two Aussie instructors, but it is the initial training that has stuck. I currently have 280 ish hrs, all on trikes - Pegasus XL, Quantum 912 & Airborne edge 582. Also Rotax servicing qualified.

     

    The following is as per my Pomme instruction.

     

    Take off technique:

     

    General - bar neutral - at stall speed, bar forward & lift off.

     

    Short take off - bar neutral to nose down (reduces drag, accelerates faster) - at stall speed, bar forward & lift off.

     

    Rough surface take off - bar fully forward (starts lifting, hence reducing weight on trike, particularly the nosegear, which is the weakest link) - and hold until take off.

     

    Take off profile:

     

    Bar in immediately on lift off.

     

    0-100' Safe Low Level Climb Speed (1.5 times the stall speed min.) Max power. This is to maintain kinetic energy & low angle of climb to ensure safe recovery from EFATO.

     

    100'-300' Best Climb Speed (or Best Angle of Climb if clearing terrain) Max power. Enough height to recover from EFATO, but not completely out of the woods.

     

    300' onwards Cruise Climb (95% power & BCS). I know the Rotax book allows 5 mins at max power, but that doesn't mean that you have to use it, and minimum time at max reduces the stress on the engine.

     

    Landing: Normal - power to idle, glide approach (from 500', 1.5 times the stall speed plus half the wind speed - kinetic energy again to see you through any wind gradient and/or gusting), flare and scrub off speed just above ground level.

     

    Crosswind - As above or powered approach and landing, depending on level of crosswind component. Increasing your touchdown speed in a crosswind will reduce your drift angle and subsequently reduce the whiplash effect on the hangbolt and wing assembly. Also make sure that your nosewheel is pointing down the runway before touching down.

     

    Gusting/rotor/thermic - Lower level constant power approach. Be ready for go-round (always).

     

    The above works for me.

     

    Safe flying

     

    Kev

     

     

    Where can we live and fly out Trike?

    in Trikes and Microlight Aircraft Usergroup

    Posted

    Where can we live and fly our Trike?

     

    We are after moving to an area where we can live, and fly during the week in our Trike? Does anyone know of an area that would be suitable? We would miss the excellent scenery from here (Newcastle, NSW) being close to the beaches and are looking for somewhere with the same variety i.e. close to coastal as well as good inland flights. There must be somewhere out there that is not under restricted airspace but that have facilities for living near, or on an airstrip, where you can put up a hangar to keep your Trike as well as enough room to service it and others?

     

     

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