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flyvulcan last won the day on November 11 2018

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About flyvulcan

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  • Birthday 07/16/1961

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  1. I’m manning the SAAA stand on Friday morning.
  2. The designer, Bill Husa was a very experienced design engineer. He had many successful designs under his belt and both aerodynamics and structures were his areas of expertise. Some extremely novel and innovative design features are incorporated into the construction of this aircraft. For example, it does not have a standard spar structure. Instead of a main and rear spar, I believe there is a series of corrugation like structures within the wing to replace the typical spar/rib structure. Bill was extremely aware of Vmca issues (minimum control airspeed on a single engine for those not familiar with the term) and indeed, we discussed this when I viewed the aircraft. He had designed the aircraft such that this should not be an issue. The vertical stabiliser is actually quite large and has a long moment. I sincerely hope that this aircraft is flown successfully, and that it can continue to do so as a testament to Bill’s contribution to the recreational aviation fraternity.
  3. We haven’t been able to find out. Run out of money to be able to race it at Reno, afraid to fly it, we don’t know. Having watched it grow from concept to reality, I’d be disappointed if it didn’t get to fly. I was working on a project with Bill Husa who designed and built it. Bill was designing an aircraft for me. I spoke with him on a phone call one day to discuss our project and he told me that he hadn’t been well the last few weeks, but that he would be sorted within the next couple of weeks. I read on another forum a week later that he had died. He had cancer and not told anyone. He was probably only around 50 years old. Bill was a terrific guy and a real asset for the homebuilt community with his unselfish sharing of information and advice. He is sorely missed.
  4. Hi Ted, Did you complete the entire two weeks of builder assist with Nick? Could you post a few pics of your aircraft? Mine is still with Nick having the interior fitted. It should be on its way to Australia shortly. Dave
  5. This aircraft is for sale in the US. I was fortunate enough to view it during construction and watch it take shape. I never saw it finished until it was listed for sale recently. Its nickname by its designer/builder (Bill Husa of Orion Technologies) was Gumbo. It was to be a custom unlimited Reno racer. Anyway, I thought some may find it interesting. If you have US$350k, you can buy it outright. It has not yet flown and the owner is already selling the engines off so is parting it out. Very sad....
  6. All the best Bex. We want both your humour and your tenaciousness back on the forum! Don’t let us down! Dave
  7. The Lightning Bug flew again on Sunday. The aim of the flight was to determine the effect of reducing the pitch of the newly fitted Bolly blades by 1 degree difference from the flight that was made the week before. Here are the results. @Sea level, 27degc, QNH 1015 Max. static rpm 2600 @2,500’pa, SAT 22degc, QNH 1015 MAP 29”, RPM 3100, kcas 185, ktas 194 MAP ??”, RPM 3140, kcas 190, ktas 199 Max. CHT 320 (limit for max. continuous is 358 so well under limit) Oil temps still hovering at the upper limit so this still needs to be addressed. So with painting, fitment of nosewheel fairing and a general tidy up, with the blades set as-is, we anticipate a 3000rpm, 185-190ktas cruise. A more economical 2800rpm cruise should yield around 180ktas. At the bottom end of the speed range, bearing in mind that the ASI has not been calibrated for low speeds, stall speeds were as follows: Clean - 70kias First notch of flap (T/O flap 20 degrees) - 63kias Stall symptoms and behavior were conventional. Might this be the fastest Jabiru 3300 around?
  8. Hi Ted, It’s good to hear of your progress. The 340 with Prince prop should be good. We ran a Prince P-tip on our Lightning Bug and it was an excellent prop. Lonnie Prince makes a good product. Our Lightning is still in Shelbyville getting the interior installed. Hopefully, it will be packed up and shipped later this month but I suspect that Christmas will get in the way and it might end up being shipped during January. We are certainly looking forward to getting it into our workshop here to finish the panel, firewall forward and fiddle bits. All we need now is our engine
  9. Yes, I forgot the $11,000 Airmaster constant speed prop... Its our own engine so that’s not an issue for us. The 200hp Turbine will retail for around $70k so someone else doing what we are doing would have around $200k in it, less for us as our engine is at cost. That said, a good used Lightning can be picked up for $70k so our Lightning will be very expensive compared to say the Jab3300 Lightning’s available on the market now. But it will serve our purposes in being the test and demo airframe for our engines.
  10. Kit cost US$36,000 Builder assist (2 weeks) US$8,000 Paint at factory US$11,000 Interior (carpets, side panel covering, seats) US$3,500 So total before shipping = US$58,500 = AU$81,000 then add (estimated) Packing, Insurance and Shipping $12,000 GST on import $9,000 Instruments $20,000 VH rego - bugger all Hull Insurance - will we even be able to get it? 200hp Turbine engine - Company provided so total cost around $122k plus engine. Gulp!! I’m glad this is a company expense! This aircraft will be the test airframe for both our 200hp and 120hp Turbines and will also be our company demonstrator in Australia so we want it to be a high quality aircraft.
  11. Our Lightning just got back from the paint shop. It will be reassembled, the control runs will be installed and the interior will go in. It’ll the be taken apart again and shipped to Adelaide to await the installation of the instrument panel and firewall forward.
  12. I wasn’t there to ask either the SAAA or AOPA management in open forum about the relationship between those organisations and RAAus, as I had hoped to do. However, after I wrote in this forum about asking the RAAus management at Airventure Cessnock about the relationship, I was contacted by the SAAA President who explained the background to the current lack of cooperation between RAAus and the other sport aviation bodies. It was interesting to hear his perspective and at the same time disappointing to know that there is such a big chasm between two organisations that in essence, represent individuals such as all of us here that have the common passion that is recreational flying.
  13. I’m disappointed I couldn’t make it in the end. Does anyone have any pictures to post?
  14. As for Cessnock airfield itself, I think it was a very good venue that has good potential. The airfield facilities were fine; there was plenty of space to park aircraft; there was plenty of space for those that wanted to camp with their aircraft; there is space for more exhibitors; there was plenty of space for car parking; and the local town, Cessnock had plenty of accommodation options as well as many food options. Lots of pubs! It is also only 2 hours drive out of Sydney so is a viable day trip for Sydneysiders. I’d be curious to hear the opinions of pilots who flew in from the West. It looks to be tiger country. Is there any access that offers viable forced landing options at all times when flying into Cessnock from West of the ranges? I will be attending Narromine with the intention to benchmark the two events and venues and provide my feedback to the respective managements. I will certainly be raising the issue of the lack of cooperation between RAAus and the SAAA to the SAAA board at the forum at Narromine to get their side of the story. If there are not what I perceive to be justifiable reasons for the lack of cooperation, I will call them out on it. If it is an ego thing, heads should roll.
  15. Thursday was raining until early afternoon but the day ended up being quite pleasant. There would have been around 100 cars in the car park and very few people wandering around amongst the exhibits. Yesterday was a very nice day and visitor numbers were up a bit on Thursday but visitors numbers still seemed low to me. Today was a great day and numbers were certainly up on the last 2 days. I had to leave at around midday but there were probably a couple of hundred cars in the car park and definitely more visiting aircraft, albeit still quite low numbers to me. I counted 21 aircraft in the camping area so numbers of camp under the wing attendees was quite low. I attended a few of the forums including meet the RAAus team. There were 4 of us that attended that forum. In general, attendance at the forums was quite low but probably in line with general attendance numbers. To me, it seemed well organised so credit to the RAAus team for that. Unfortunately, the numbers were probably a little disappointing. That said, the exhibitors that I spoke to felt that it was a success and got good interaction with potential customers. It was a nice and pleasant venue. My suggestions for next year is to provide some tables at the eating outlets where visitors can sit down and meet others. I found at Oshkosh that the dining tables at the food outlets was a great forced way of meeting and interacting with others. Also, it’s a pain having to eat standing up or sitting on the grass. Some tables would have been nice. As a visitor, next year, I will take my own chair and sunshade to relax in/under. And yes, I would go back next year although I’d really like to see the RAAus and SAAA get together for their fly-in’s. It would create a larger event, halve the cost to run a fly-in for each organisation, and halve the cost for the exhibitors who would otherwise attend both fly-ins. At the meet the team forum, I asked Michael Linke about the relationship between the management of RAAus and the SAAA and he advised that the new management of the SAAA was difficult to deal with. As a member of both organisations, this is very disappointing to me as a know that the previous SAAA management were building some very good bridges with RAAus. At Narromine, I shall raise this issue at one of the forums with SAAA management to find out why two organisations with essentially the same objectives cannot have a synergy that helps both organisations and their members. Sorry, no photos.