apm

I guess the special phonetics and standardized phrases were more important back when we used crackly HF and often no headsets, just the overhead speaker.

Go back and read my last sentence where I addressed that.Good reading here ..

 

dtic.mil/cgi-bin/GetTRDoc?AD=ADA545309

Diesels require sudden high cylinder pressures concentrated to generate enough heat to self ignite

Yeah probably best for low drag airframes,

the rotary is naturally multi fuel, but spark ignited, not compression ignition. Just current car conversion variants are optimized for ulp.

That AIE engine and generator looks really interesting

Weight is your enemy. For both the AUW RAAus limit and the performance aspect. Nev

For my next build, I'm planning to go hybrid.

Thinking of something like an AIE engine connected to a YASA generator, the engines flywheel,starter motor & alternator would not be needed as generator provides these functions.

2 YASA motors pancaked together but counter rotating driving counter rotating fixed pitch props,

Just enough batteries to help for TO and climb to alt then cruise on engine alone. Re-gen the batteries on descent.

Would be compact, run on multi fuel, lighter & more endurance than pure electric. And lighter weight to my current setup of mazda 13b+gearbox+CS prop.

What you think?

Andrew.

In fact I would be pleased to do whatever I could to assist in the development of an Australian product of any form, but any aircraft in particular. I would not want to be paid, I am comfortable enough. Can anyone suggest a possible way. A friend told me to make two companies to restrict liability, I don't know if this works. I would also like to give away my aircraft design that I am building, it's goal is to be in the air for around $10k, on target at present. Any lawyers among us?

Andrew

Just attended a CASA avsafety meeting, this issue was discused where they pointed out that still 1 day for submissions and asked for those who have not made a submission to do so, said it will take at least a couple of months to go through the results. this latest CAAP is just reiterating current law.

Keep in mind that other then Reg & Cert airports radio is not required "legally".

CAAP 166-01 ver4.1 released today

Andrew

The problem I've had with it is that work has had me moving around fairly regularly and I've only been able to use it when I've had 3 phase power, which hasn't been all that often. I've been intending to convert it to single phase for ages, it's only 1hp, so not a big issue ... or so I thought.

Andrew

Bexrbetter, I think you should stick to your original design goals. Filter the comments for what they're worth, I dont think your market is with the typical forum member, maybe initially it is for a few kits, but most of us are flying and have strong opinions based on aircraft previously available. You have an oportunity to improve on past practices, so use materials where needed that are very efficient to manufacture, easy to build & safe to fly.

I've known a couple of Lycoming's that if filled full will promptly throw a couple of quarts out then settle down to normal oil use. If next pilot checks oil & decides its low, adds a quart. Process is repeated. I just put it down wrong dipstick.

Had a case here where a pilot was distracted during preflight, forgot to tighten dipstick then proceeded to do an aerobatic routine, returned with very little oil in the sump, now that was messy, but lesson learnt.

If you want to include pre made glass parts then fine, no probs.If I was making a metal and glass aircraft would I need all the tools, knowledge and skills to make a metal plane AND all the tools knowledge and skills to make a glass plane?

 

Clecos, riveter etc AND pots, mixers, resins, etc.

 

Would I then need temperature controlled environments, assembly/curing times?

 

Someone wanting to build a metal plane is going to hate the glassing and vice versa........and if you thew in some wood, I couldn't see you selling anything....

My plane has chromemoly frame, fiberglass skin & control surfaces, aluminium wings, timber floor, even some fabric under the rear fuselage. To top it off I built the engine, a 200hp rotary & built in tip tanks for total 210 litres.

I was talked out of carving a prop though, but not next time!!

Suppose its the diference between builders who enjoy the process and those with no confidence in learning skills.

Andrew

Lightwing SP4000

Broadcasting intentions to a Unicom is the failure here. Positive communication between PIC's with a possible conflict is the key.

Looking for any WA Pilots that may be interested in joining our little facebook community, the idea is to be able to organise social events and meet new pilots in the area. It's Perth Pilots, just search it on facebook.I hope it's okay to post this, mods feel free to delete if it's inappropriate!

Here's an idea. For next years Ozkosh, get airservices to put in a temporary tower with friendly controllers for the weekend. Have a couple of instructors in there also for those pilots that turn up a little unsure of the proceedures (descrete freq's for those struggling to communicate) to help them in. Run it as a competition where those that do well recieve a CTA endorsement. Those that dont, no penalty, but maybe a "visit the tower" request for a debrief. Would be a good experience for all.

Ken, I encourage you to lodge an airprox incident report. If the twin pilot is commercial, he would have already done so, be good if its not a one sided report.

My problem is not whether the twin had right of way or not, rather that from Kenny's description the twin pilot communicating with the unicom rather than establishing radio contact with each aircraft in the area prior to declaring a straight in approach. Good airmanship would suggest the twin pilot would want to be very aware of where every other aircraft was and their intentions. Seems to me the unicom was being used as a quasi controller, not very smart.

Well. I'll be damned then, I still don't know when it starts. She said AEST, but guessing she meant Canberra time, whatever that is.

If anyone actually knows, can you please post it in Zulu time.

Just a FYI, anyone wanting to attend the RAAus AGM or watch by live stream as notified to members.

Seems RAAus has its own time conventions. Place is Aldinga SA but time is AEST, just confirmed by the CEO's PA, Kelly.

I have suggested they use Zulu time in future to avoid confusion.

Andrew

Hands up all those who use area frequency constantly

I too was there and enjoyed myself thoroughly , a great event , great atmosphere , and great fellow aviators, however I must mention an incident that happened on arrival around Friday lunchtime. I was traveling with a friend ( I am saying this constructively and by no means making a complaint about any of the hard working and generous volunteers that gave their time up to make Naromine the success that it was) Anyway getting back to the incident.On aproach and about six or seven miles north of the field, with about seven or eight planes inbound at that time there was a call to Naromine requesting a straight in aproach for 29 , I had guesed that it was a fast plane from his distance out and his arrival time however I can't remember what the responder said in return as it was not all that clear , anyway we and the plane that had asked for the straight approach were all five minutes from the circuit.

 

On arrival at the circuit and just about to join cross wind the other plane called again asking if he was okay to come straight in and once again I did not understand the call from the field except that it was positive, the pilot then did an inbound call saying he was two miles out , not two mile final

 

Just after turning downwind we ie. my friend in front and me behind were requested to do a wide base, now I must tell you at this time that my friend who came to Australia quite some time ago from Europe who both speaks and understands english very well was struggling to decipher the unclear calls plus as you well know the amount of radio traffic from arrivals was incredible . Whilst looking downwind I could see the approaching twin on long final just as my friend with his eyes now on the freshold turned base , after some more radio chatter he was asked to go round by the chap on the ground which he did , incident over.

 

Now what are your thoughts on this , I belive the volunteers on the ground worked their guts out and were under tremendous pressure on the day however perhaps they might need to be much better briefed and trained before the event to be more authoritive with unwise requests.

 

Do you think as I do that perhaps there should be some rules put in place for these big high traffic events such as not allowing time consuming straight in approaches also we as pilots need to be aware that in these high traffic situations that we might think outside the box and think of the other seven or eight pilots in close proximity who will be as nervous as hell about approaching what could be their first circuit into a big event such as Naromine

Andrew

Tom,I don't claim expertise in this area. You would get a better answer from Tony King or Trevor Bange.

Personally, if my life were to depend on an aircraft I had designed and built or just built from a kit or plans I would absolutely want somebody to do stage checks of my work - preferably a L4 but almost any other set of eyes could see things I had wrong..

 

Don't SAAA require stage checks?

 

Don

No compulsory stage checks with SAAA for many years now, and rightly so. Most of us that have built planes do voluntarily ask other builders, LAME's etc to check our work. the build quality is 100% the responsibility of the builder,

By adding compulsory stage checks the inspector assumes responsibility for signing off on work done. this only happens when large sums are exchanged for the inspector to cover their liability.

Andrew

loss of oil pressure at 2500', during approach into selected paddock engine stopped, plane unable to make clearing and landed in a tree, ruptured both fuel tanks.

lots of very small paddocks & big trees in that area. unlucky engine stopped when it did, very lucky there was no fire.

Guys,I have had to have my Sensenich wooden prop refinished three times in the past two years, due to chips being thrown up into it or the latest case flying through a shower (see photos attached). It seems that these painted leading edge props are not designed for anything but light usage. Hence I am looking to change to a GT with metal leading edge, specifically the GT2-151VZR (shown in the photo attached).

 

Does anyone have any experience running this prop on a Jabiru J160, or any other Jabiru powered aircraft? I am likely to go for one which is finer than the standard, and gives a static of 2800-2850. Reason being the J160 has short wings and doesn’t get off the ground quickly if you are at MAUW.

 

Stuart

 

UK

 

J160

better option is a CS prop, I have a GT CS prop on a Lightwing, seems to be a good prop, costs way less than MT.

Andrew