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Old Koreelah

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Everything posted by Old Koreelah

  1. All my engine stumbles and stoppages have been caused by venting issues. Getting the shape and location of the vent correct is crucial to ensuring reliable fuel supply to the engine. Even a minor change in airflow past the vent can make a major difference to air pressure in the tank, dictating whether it flows or not.
  2. Good point, 1T. While flying I make a habit of selecting possible landing sites if the noise stop. Cattle in a paddock is a major turn-off. Not the sort of place to leave your pride and joy while you arrange transport.
  3. Take 10kt off those numbers and that’s what I do in my Jodel. Every landing is a glide approach; haven’t done what’s called a powered approach in yonks, but I must admit to using a trickle of power on the rare occasion my approach gets a bit low. I always close cowl flaps right down to keep a bit of heat in the engine in case I need it.
  4. Interesting approach, Ken. Not familiar with the SP 500; does it have a six or a four cylinder engine? At 2000 rpm my J2.2 is producing as much power as the old Starke-Stamo engine did flat chat; my little Jodel can actually takeoff and gently climb. In normal flight this airframe seems to roughly match the performance of a J-120.
  5. I learned the hard way that all tanks need to be vented.
  6. Pretty impressive video production there, Scott. I can’t compete with that, given my dirty canopy, crappy camera work and a the random bit of stuff in the lens. Yesterday morning I got an early start to beat the heatwave turbulence. Up at 5, in the air by 6:30. Where to today? Let’s follow the Mooki River south across the Liverpool Plains, all the way to its source. It might not look like the Amazon, but the Mooki is a proper River and at the moment even has water in it! The pointy one I didn’t climb above is East Bluff (4072’) Then fly wes
  7. Anyone who has heard a Hawker Sea Fury start up would love the sleeve-valve engine. I guess there was a lot of manufacturing capacity (and spares) left over from the war. I once happened on a BristolTwo Litre sports car with a beautiful raw aluminum body. The instrument panel was the entire width of the dash, filled with dozens of aircraft steam gauges.
  8. Interesting topic, OME. There have been threads about whether an idling prop is a reliable indication of glide performance if the noise stops. My own experimental results didn’t agree with conventional wisdom; I just know that my glide rate is about 1:9 and I can get to anywhere under the wingtip- in still winter air. I’ve met pilots who claim to have cut the engine and thermalled in powered aircraft. They must’ve been good, ‘cos my attempts were abysmal. I won’t be relying on any help from updraughts.
  9. Keep ‘me coming, Red, This has been quite an education. I thought I knew a bit out aircraft of that era but you’ve posted lots I never heard of, particularly British transports.
  10. That’s quite topical, DU. Early this morning I was low on fuel in my left wing tank (burning up the last of the AvGas so I could fill it with MoGas for an experiment). I was keeping an eye on the Mizer, ready to switch over to the other tank. It wasn’t the ideal location for this particular exercise, flying among some rugged peaks with plenty of turbulence. Long ago while doing something similar I got a scare because it took far too long for the fuel to reach the engine after switching tanks. After that I installed a separate air vent in the small gravity tank downstream of the win
  11. https://www.abc.net.au/news/2020-11-28/wwii-pilot-trainers-son-hopes-mackay-tiger-moth-war-planes/12748144
  12. From my limited experience, the base is not flat but convex. From the centre you can see everything clearly- except the horizon.
  13. The AN4 nutplates I use to secure my wing TE to the fuselage seem to have this sort of deformed thread. I asked the supplier how many use cycles before the treads wore out. He said hundreds: they wouldn’t wear out. I don’t quite believe that.
  14. Good point, KR. Perhaps some form of G-meter should be mandatory, especially on aircraft for hire. I suspect that quite a few hard landings and other incidents are not reported; some may cause enough damage to increase risk for subsequent users.
  15. Heavily modified (improved) 1984 Lario 650. One I can still can pick up up when it falls over.
  16. Compared to some, my aviation investment may be modest, but it’s consumed a huge part of my available funds; I had to choose between the plane and keeping my Guzzi registered; the plane is cheaper. Nobody is forced to buy them; there are lots of decent flying machines on the very inexpensive end of the market.
  17. Alan you have some serious hold-downs there!
  18. Plenty of positive talk; flying for fun seems to have a secure future. As one of the lucky ones, I went for my weekly fly this morning. Out of bed at 6, leisurely breakfast, plane out of hangar and airborne by 7:30. This time, forty minutes of flying along some creeks and rocky escarpments frequented by the Old People for ages past. Then back to airport for our club’s monthly breakfast gathering, which is helping a whole lot of isolated, mostly old rural farts stave off the Black Dog. Lucky? Yes, enjoying the fruits of all those years of working towards this.
  19. As Roscoe says, ground runs might do more damage than good unless you get the oil properly heated. That takes quite a while in cooler weather and you risk overheating the heads. My solution is a few fast taxi runs along the strip, keeping revs down until the engine warms up. The air flow quickly equalizes CHTs and you get some useful low level trading into the bargain.
  20. That’s pretty much what I do, except for running it dry of fuel. I almost never turn off my fuel and don’t have a problem with AvGas in the bowl for months. I presume you let the engine cool down before you turn it with the prop. I’m always wary of a hot glowing bit of AvGas deposit causing it to fire.
  21. At risk of thread drift, how many of us are drawn to retrace the journeys of our fathers? I know next to nothing about what mine did in the 40s. A couple of place names are all I ever got out of him.
  22. I haven’t got a Sonerai, but did something similar to what you propose, by fitting a J2.2 to my Jodel D9. It replaced a 49 HP VW-based engine, so, like you, I effectively doubled the power. It’s nice to have the extra herbs, but it might cause problems if the Sonerai airframe is not designed for the extra speed. If I cruise at the sort of revs recommended by the Jabiru factory, little Jodel can easily exceed VNE. In bumpy conditions I need to keep revs around 2600. Making a habit of that invites glazing the bores.
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