Jump to content

pylon500

Members
 View Profile  See their activity

  • Posts

    1,411

  • Joined

  • Last visited

  • Days Won

    9

 Content Type 

Everything posted by pylon500

  1. pylon500
    Big clunky magnetos with two spare poles...🤔 I wonder if you could swap all the electronic ignition off a 582, and fit to the back of (any) half flat motors? Not only a smaller more compact magneto system, but you get an alternator as well 😏
  2. pylon500
    Not really sure this is an 'alternative' to a half VW? Even if you cut the biggest VW in half (2400cc), you end up with a 1200cc chaff cutter, and when you consider that half an 0-200 is a 1600cc, why not just use a 1600cc VW? Probably around the same weight, would run smoother and use about the same fuel. That said, for similar weight again, you could use a 1200cc Rotax (912UL) and get 80hp with a more effective prop and only two thirds the fuel burn. If you only want 56hp, I'd probably go up to 65hp and use a Rotax582 for just under $9k, new in the box.
  3. pylon500
    Have just stumbled across this project, and it is eye-opening, although to my view, not altogether in a positive note. While I admit that, yes it will fly and it will be fast, when you look behind the hype and the droolable goodies, there are some questionable 'advances' being utilised in the design and manufacture of this project. I've only watched four or five of the videos, but each one set off the odd alarm bell, more in the cost and engineering concepts, rather than the build quality or production rate, which are inspiring. Have a look through the youtube channel; https://www.youtube.com/c/DarkAeroInc/videos The one that stuck in my mind initially was the CNC'd nose leg, which gave me 'engineering overkill' vibes to the max, for something that was still only a simple unit and possibly subject to failure (think; the joining lugs cracking off), despite the beautiful workmanship. Another was the home made carbon/honeycomb board, which has great strength in bending resistance, which is then used to make ribs and stringers, that take shear loads. . I was watching these a 1:00am this morning and must now get back to my own projects, but was just interested to hear other's thoughts...
  4. pylon500
    If you find anyone at @pylon500, it wont be me as I'm not on facebook
  5. pylon500
    According to the rumour mill, Jabiru made their own engine after the Israelis' bought up an entire years worth of KFM's production. This would suggest that there could be KFM spares to be sourced in Israel?
  6. pylon500
    Not everybody has facebook, but by the sounds of it, you were looking at this one...
  7. pylon500
    Tend to agree. Considering the age of the 912 I would assume there has beed room for improvement over the years... My personal thought is that Rotax made a mistake by not having a common crossflow head, which would have; a. Allowed one common head for the whole engine, b. Allowed the eventual creation of a six cylinder (worked for Jabiru). Obviously in todays market, the engine should be fuel injected as standard with a single throttle body. The new longer gearbox housing was a long time coming as well. Maybe a choice of gear ratios as well? Anyone know if Rotax still make 4:1 C or E boxes?
  8. pylon500
    If you're feeling brave, maybe you want to have a go at this lot... https://airkmotors.com/?lang=en#moteurs
  9. pylon500
    Not sure which photos/movies Planet47 wanted to put up, but we have managed to get this far... (Didn't realise I shook this one till I blew it up) This is the first stage of folding the wings; Unpin rear spar fitting, roll wings forward (pictured), then swing wings back along fuse. The cutout inboard on the leading edge is where the tanks will go, and the open skin on top is just where we're accessing the spar fittings as it goes together. Can't actually swing the wings back yet as we've totally run out of room.
  10. pylon500
    Been there, done that. Safely landed a hanglider in a tree short of the planned paddock. Fell out of the tree and broke my wrist.
  11. pylon500
    Can't remember if it was Chuck Yeager or Bob Hoover said, "Find the softest thing around, and crash into that."
  12. pylon500
    Don't the RV-12's fit in? (update) Looks like a Zenith.
  13. pylon500
    I think a lot of the improvement comes from the fact that the 912is doesn't have carbi's! It's fuel injected. Not to highlight ancient technology, but with good EGT's and mixture control, the old Lycosuarus's probably doesn't do too bad, but remember, your driving an engine more than twice the size of a Rotax, for the same power.
  14. pylon500
    Couldn't really tell you actual weights, but the 233 is a lightweight version of the 235, not sure what they did, but I think they were aiming it at the LSA market.
  15. pylon500
    Don't know a whole lot about Lycomings, but I suspect the power output is just related to what rpm you want to operate it at? Been a few years since I flew this, but I thought take off was around 2700?
  16. pylon500
    Just a s a side note for anyone interested, there is an extensively modified (but finished and flying) J200 possibly coming up for sale. Mods include; Tailwheel conversion. Lycoming 0-233 installed. Original ignition replaced with full electronic. Auto pilot. Enlarged tailplane. I've got a few hours in this thing, and it's a beast! Can't remember the cruise speed, but in excess of 100kts (like 120Kts?) Owner is getting ready to fully retire with back problems, which make getting in and out, as well as sitting for long periods of time, a bit painful.
  17. pylon500
    ? Sorry, a little confusion there... The above photo is a view out of the Wasp, the Hornet has a centre vertical brace in the windscreen, and as can be seen, this is a side by side aircraft. Quick bit of (unofficial) history. Ole's first product was the Hornet STOL, which is the highwing, two seat side by side taildragger, and still in production. He then made the Wasp which is a mid wing, two seat side by side tricycle gear, notable for it's forward swept wings to get the pilots in front of the main spar for visibility. (Discontinued) His next machine was the Bushman, which was an oversized tandem Hornet (two built) which led to the Hornet 'Cub' which is a similarly sized tandem version of the Hornet, and both are still in orderable. The latest variation has been the Flamingo, which was designed as a Super Slow machine, used to tow hang gliders. It achieved most of the flight goals, but couldn't compete with the price of the basic dacron and tube Moyes Dragonfly. Pictures of these machines can be seen on his website; http://www.aircraftkits.com.au/
  18. pylon500
    Anyone else see my attachments? I just get the oops message... As for J3300 vs R912s weights, the totally installed and running weight of the 912s is probably just a little higher than the 3300 after you add two radiators, coolant and an oil tank. Obviously a 914 would be heavier again. I know there's been a few '100' series Jabs with 912's fitted, and balance was a problem, but the length of a J230 hardly notices it. Going to repost the attachments just in case... (I think last time I must have hit Preview instead of Post)
  19. pylon500
    For a start, you don't need to go to the expense of a 914 when cross fitting. I flew an original J230 down to have the Rotax mod done to it, a 912s was installed, it was test flown (by me), and then ferried back to it's owner. With the 912s, the performance was basically the same, it could cruise at 115kts if pushed, although I tend to be a little more casual and (as shown in attached) would sit on 105kts @ 4930rpm. Some like to push 912's harder, and they'll take it, but in the 5000 rpm range they only drink around 16Lph. This aircraft would also climb at 1200fpm @ 70kts with no risk of overheating. I can't remember if the battery was moved down the back for CofG reasons, but remember, 230's are nose-heavy two up, but nice solo. If you're used to the sound of the old Jab six, the Rotax 'buzz' can take a bit to get used to, but you're not listening to every valve movement waiting for something to happen. [ATTACH=full]53405[/ATTACH] [ATTACH=full]53407[/ATTACH] Well that's annoying, wrote this a couple of days ago, but forgot to hit the post button! DOH!
  20. pylon500
    Had a dig and found this photo while having a quiet cruise around in a Wasp. Numbers and stability speak for themselves. Don't know why the EGT's were so high?
  21. pylon500
    Flying solo... I wonder if they (CASA/NTSB) will be able to determine the CofG at the time of the accident...
  22. pylon500
    Quick reply would be that the original concept was for a docile, high visibility trainer that showed promise, but required more development and even a lot more investment to get to a certified stage. As for performance, the ones I flew seemed happy cruising in the 75~85kt range with the 912s, or could probably cruise at 95~100kts if you wanted to pour fuel down it's throat. Had good visibility and I guess average handling. No major flaws, just a lot of little tweaks that took up too much of the Hornet production time.
  23. pylon500
    I think Ole only built about five of them, what did you want to know?
  24. pylon500
    'Length and span have no relationship' As in my earlier post, this technically is true, flying wing has no fuse ratio, F104 is way out the other side. The technical design ratio is wing chord to fuse length, although arbitrarily stating 4:1 is a little bold. Back in my day of designing control line stunt models, 2.5~3:1 gave a nice balance, but in real aircraft it can vary widely. A Piper Cherokee would be around 2.5:1, a 737 might be around 4:1 and a performance sailplane would be up near 7:1 for the reasons I mentioned earlier. It comes down to design goal criteria.
  25. pylon500
    Lot of timber everywhere, looks like it may have been an Osprey seaplane?
×
×
  • Create New...