Gentreau

At the Blois air show last weekend, I had a flight in the X-Air Hanuman powered by the D-Motor and found it very smooth, lots of spare power and very responsive.

So far everything I've seen regarding D-Motor says quality and professionalism.

What a character, he was featured in a programme called Survivors when he was a spritely 92 years old !!

There's info on his website too.

http://www.d-motor.com.au/photos.html

Update from the D-Motor website. The first two engines are being shipped to Oz.

The 2 first engines for Australia will be shipped this week. One is sold to the customer and the other is sold to the D-motor dealer who will install it on a demo plane. For more info you can call our dealer for Australia

Why would you want to get an RAAus cert. to fly a helicopter of any sort. Rather than a PPL(H)?What would be the advantage?

In France you can learn on an Kompress C77 at 240 euros per hour, compared to over 400/hr for an R22.

You can land on any piece of land where you have the owners permission.

The medical requirement is a letter of non contra-indication from your GP

Shall I go on ....?

It would be interesting to see what people actually hold licences to operate. I suspect that most pilots would have a wider range than the general public.

Heavy rigid, Car, Bike, forklift, crane (20t), skid steer and boat.

 

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Me too, I reckon the two go hand in hand.

Your kidding right ,?Gong to court for putting the engine mount in the right way ?

Cheers Mike

No. Going to court for not following the legally binding procedure. (Dura lex, sed lex)

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A friend of mine who is a very experienced fixed wing pilot (also my original instructor) just got his PPL-H in 39 hours, the minimum possible.

Why would a recreational rotary licence take so much longer than that ?

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(confused of Surrey)

Was CASA saying that RAA pilots can't be trained to fly helicopters safely?I wonder what the French experience is ???

 

Cheers

 

Vev

Interesting, we already have them in France :)

Only a few models available at the moment, but more in the pipeline.

A couple of examples below:

http://www.kompress.fr/

http://www.heli-tech.fr/helicoptere-ulm-lh212.php

http://www.innovator.mosquito.net.nz/mbbs2/index.asp

You don't necessarily have to go for a full blown aviation (read expensive) helmet. What about looking at one made for race and rallying ?

For example: http://www.jjcraceandrally.com/rally/open-face-helmets

I'm sure there's an equivalent supplier in Oz.

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Breaking for spares ?

......Also consider that once the chute is deployed there is no control over where the plane lands, the one in the example above forced a building worker to run ... this pilot operated the chute over a built-up area ...

I am also left wondering how low he was if he felt unable to make the open ground approx 1km to the SW or Gloucester airport which was apparently his destination. Historical METAR data shows that the wind was variable but generally northeasterly around 7-8 KTS which would have been somewhat stronger and more easterly with altitude, which would have helped the glide to either area......

Please note I do not imply any specific criticism of the pilot in this incident, simply asking questions to promote reflection, in myself and hopefully others.

It's also interesting to look at the location on Google Maps (Langdale Road, Cheltenham, United Kingdom).

It begs the question why he was unable to perform a forced landing on the nearby school playing fields ...

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Where is the inflight video ???

Here. It's very brief, but you can hear what appears to be the engine revving high.

http://www.dailymail.co.uk/news/article-2336815/Pilot-76-walks-away-plane-crash-just-minor-injuries-deploying-emergency-PARACHUTE-allowed-light-aircraft-float-safety-quiet-Cheltenham-garden.html

There is video of this particular incident which appears to show the plane coming down under canopy with the motor revving it's guts out, which may explain the prop damage. There is also a large area of open grass 200m from the place where he ended up, which could have been good for a forced landing. So far there's no information regarding the pilot's reasons for pulling the chute....

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The point of the exercise was to show that the cost per seat-mile of all airplanes should be very similar......

Doing this calculation for lightweight 2 seaters will give false results as the impact of adding a passenger is a significant percentage increase in weight.

Should the fuel burn and cruise speed used be solo or two-up?

If you calculate for solo and two-up, you will get very different results....

...............Why then, is Chris Heintz happy to smile and stand in front of a Savannah?

So now everyone with a 912 should check their spark plugs, as per the original AD.

Strange thing is, this new AD states that the required checks listed in the previous AD be carried out, but CASA seem to have removed the previous one (AD 2013-0055-E) from their website. So how is anyone supposed to find out what checks are required ?

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I know, but if you reverse translate it with Google, it says what I want it to say :)

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Why is there a 'B' in Mean Effective Pressure?

Reading a little further down the Wiki article you would find this:

Mean effective pressure (MEP) is defined by the location measurement and method of calculation, some commonly used MEPs are given here.

• Brake mean effective pressure (BMEP) - Mean effective pressure calculated from brake power
   
   
  

• Indicated mean effective pressure (IMEP) - Mean effective pressure calculated from in cylinder pressure, average in cylinder pressure over engine cycle (720° in a 4 stroke, 360° in a 2 stroke).
   
   
  

• Friction mean effective pressure (FMEP) - Theoretical mean effective pressure required to over come engine friction, can be thought of as mean effective pressure lost due to friction. BMEP = IMEP - FMEP
   
   
  

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Hi Nev please forgive my ignorance what is BMEP?

Wiki is your friend :)

http://en.wikipedia.org/wiki/BMEP

Sounds like a reduction gearing inside the crankcase ..... ?

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