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Bluey

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  1. Bluey
    The EGT's when I flew on Saturday were different by around 60deg at times. However the side that was higher had a brand new EGT probe installed that day. So I don't know if there is a wearing in period with these things but I imagine that over time indicated temps should change as carbon build up occurs. I do remember the other probe do the same thing when it was replaced. However, the second probe failure occurred within a few hrs of the first one being replaced. I now have renewed both probes on the engine. Bluey
  2. Bluey
    Engine vibration seems minimal. We started it up and felt the engine in order to sense its movment. Visually it seemed very steady. I have used anti-seaze grease on it but the part that came loose has never been touched. I will make sure to use ant-isieze on all the ball joints when it finally is re-assembled. Bluey
  3. Bluey
    Hi has anyone come across any 912's with problems with carbie synchronisation? I was wondering because I recently had an exhaust crack and the trike manufacturer airborne reckons that it might be a carbie sync issue. However a test flight paying particular attention to engine vibrations didn't reveal any obvious vibrations coming from the engine. I had an experienced instructor have a look at it while on the ground and he thought it seemed pretty smooth. The engine now has 455hrs. Bluey.
  4. Bluey
    [ATTACH]12711.vB[/ATTACH][ATTACH]12712.vB[/ATTACH][ATTACH]12713.vB[/ATTACH][ATTACH]12714.vB[/ATTACH][ATTACH]12715.vB[/ATTACH][ATTACH]12716.vB[/ATTACH]Has anyone had problems with exhaust springs breaking? I pulled off a number of the springs and some are pitted. I am definitely going to replace the lot. Also, after installing the repaired pipe and attaching and safety wiring all of the springs, part of the exhaust came apart during a short test flight. The strange thing is that I didn't detect any real increase in noise. Anyway, after landing I wondered how this could have happened and then noticed that one of the lugs was nearly worn through. So I will have to remove all the suspect bits and have them repaired before flying again. The exhaust coming apart could be indicative of stress in the system. The welder reckons there had to have been lots of stress to cause the damage he saw in the pipe he repaired. The exhaust coming apart could be evidence of this or it could just be that I somehow didn't[ATTACH]12710.vB[/ATTACH] put it together right??? Is there an order that the pipes need to be re-attached in so they are properly loaded and balanced? Check out the photos. [ATTACH]12709.vB[/ATTACH]Bluey
  5. Bluey
    I removed the piece of offending pipe this morning and will be sending it up to airborne tomorrow for the repair. The crack on the other side is not as bad. I'll post good quality pics later when I get a chance. Bluey
  6. Bluey
    Thanks Nev, it is a ball and spring design and there are no other signs of other cracks. The exhaust is mild steel not stainless steel. Bluey
  7. Bluey
    I've spoken to airborne regarding the ASI's accuracy and the responce basically was that it is not very accurate at all as your speed approached Vne. It is reasonably close in trim but then deviates considerably away from trim. This is reflected in the calibrated Vne speed of 74kts for the streak 3 and SST wings. This is what your real speed would be at sea level if your ASI reads 85. The difference between KIAS and KCAS is generally a non linear relationship from what I have gathered. So from what I have determined, an indicated airspeed of 68kt is really around 63kt and 75kt is really around 68kt. This of course is what you get without a tall windscreen. So when airborne says streaks cruise at 65kt and sst cruise at 70kt what they mean is indicated airspeed only. This of course makes a bit of a mockery of the claims they make on their brochures when they imply that these speeds convert directly to true airspeeds. Bluey
  8. Bluey
    After talking to airborne about it the cost of replacing the short pipe is $570 plus delivery. So I think I will get it repaired probably by them. They also claim that they have never had a steel exhaust crack like this unless there are engine vibrations caused by carbies that are out of sync. This doesn't seem right to me as I am pretty sure the engine is running smoothly. There are no obvious vibrations in flight, during full power, cruise or even at idle. Having said that, I will get a second opinion. The crack seems to be unusual for a vibration induced failure given that it is running parallel to the length of the pipe. Also, airborne bend this particular pipe themselves as bert floods supplies them straight. It is possible that it could have been damaged during the shaping process. Anyine have any comments? Bluey
  9. Bluey
    What you are saying Richard makes sense except that if it were correct then you would see the digital asi be slow to settle on a steady speed. This is not observed meaning that the rate of change of pressure in the static port is the same as for the dial asi. This wouldn't require a large static port anyway as the rate of climb is not fast enough for rapid pressure changes anyway. Bluey
  10. Bluey
    The static pressure to the skydat asi is most definitely the same as for the dial asi. It wouldn't work otherwise. The tall windscreen affects both asi's equally. Bluey
  11. Bluey
    Thanks Kev. Bluey
  12. Bluey
    Thanks heaps Maj, it's reassuring to hear that. I'll give the sealant a go and let you know if it fixes the problem. Bluey
  13. Bluey
    I've noticed a small oil leak from the front right (as viewed from the rear) cylinder bolt. It is at the moment just a small droplet of oil that appears on the end of the thread after about an hour of flight. There is definitely no leak after just 30 min so it is definitely a very slow leak at the moment. I have tried re-torquing the nut to 22Nm and it hasn't made any significant difference. Check out the picture from this mornings flight which shows a drop of oil on the second from front top nut and a very thin trail of oil on the cover of the rear cyclinder. This represents 1.8hrs of flight and the engine now has 453hrs. Even after more than 3hrs of flight it is not significantly different to this. Has anyone had this problem before and does anyone know how to stop this? If not, should I even be worried about a leak of this level? Sorry for the quality of the image I'll have to start using a proper camera from now on. Bluey
  14. Bluey
    Yeah thanks I was thinking of getting a new one instead of going to all the trouble of getting a decent weld done. Flew this morning and after nearly 2 hours it seemed unchanged. Will be ordering a replacement next week probably. Bluey
  15. Bluey
    Thanks Crezzi, After I posted I did some reading and realised I was wrong. Someone once told me that the Digital asi on the skydat is corrected for altitude, pressure and temp and so should be closer to true airspeed (TAS) than the dial ASI. But after checking the skydat manual, I found no evidence of that. Also, The difference between the Dial ASI and the Skydat was 3kt. This is too large to be corrected as my altitude was only about 500ft. At that altitude and yesterdays balmy weather, the difference between indicated and true airspeed wouldn't exceed about 1.5kt at our speeds. The GPS seemed to support the lower value anyway on a two directional average (into win + downwind divide by 2). I was a bit perplexed by this difference at the time but now seems to make sense. Bluey
  16. Bluey
    The indicated airspeed was about 67kt (KIAS) while the airspeed displayed on the skydat digital display was 70kt (without tall windscreen). The skydat should be corrected for the effects of air temperature and density changes that result from altitude and so should be the true airspeed (KCAS). Please correct me if I am wrong. Bluey.
  17. Bluey
    Has anyone had anything to do with the new Revo trikes that are making there way into the country? They seem like a pretty good product. They are a little pricier than the airborne product and have a smaller fuel tank but their top of the line trike works out at about 77K. It is claimed to cruise at about 80kt and has the tundra tyres. The engine in this config is the 912ULS (100hp). Apollo Aerosports Australia Bluey
  18. Bluey
    Anyone have any idea of how much extra strain there is on the engine if it runs for long periods of time at near 5000 rpm?
  19. Bluey
    Yeah, sorry uncallibrated airspeed of 76kt with the tall windscreen. 70kt was the callibrated airspeed.
  20. Bluey
    Hi All; After this mornings flight I noticed a rather large crack in the S bend of my XT 912 exhaust (the bit that has the EGT probe stuck in it). I don't know how long it has been there for but I don't think it has been long. I went for another flight (30min) and it didn't seem to get any worse. However a repair will be pretty urgently called for. Has this happened to anyone else. The crack is somewhat running parallel to the shape of the tube for most of its length. See the pictures. I can feel a smaller crack on the opposite side that I cannot see. Pictures aren't the sharpest thanks to the camera phone but they are good enough to see the extent of the damage. I'm thinking of going for another fly tomorrow morning to see if it changes. Pictures are in attachments Bluey
  21. Bluey
    Hi, went for a fly this morning and had a go at some fast flying in a streak 3. Seemed to be able to comfortably hold 70kt (true airspeed) with elbows over the bar and arms in somewhat of a crossed position. Took little effort as the weight of my arms did most of the work. My engine was revving at between 4900 and 5000 to hold level flight at this speed. Does this seem right to people? I was one up at the time. I noticed that the tall windscreen adds about 6kt at this speed (false reading). So with the tall windscreen in place callibrated airspeed is 76kts. How does the SST wing compare to the streak as far as the revs needed to hold the same airspeed. Some have said the SST is more efficient? Bluey
  22. Bluey
    Not selling trikes to unlicensed individuals would not likely be workable as many would be trike pilots learn on their own machines at least for part of their training. I know I did and I can name at least two other pilots that did the same thing soon after I learnt. Events such as this serve an important lesson to those that feel they can do it without proper training. There are many examples of this sort of accident coming out of the United States where at least until recently no rules and regulations existed (not sure what the current laws are over there when it comes to flying trikes). All we can do is make it very clear to new student pilots that flying before you are deemed ready by an instructor is likely to see you end up dead! As others on this forum have already alluded to, you cannot legislate against stupidity. Bluey
  23. Bluey
    Does anyone have any idea why the trike wasn't airworthy? Could the airworthiness issue have resulted in control problems? Irrespective, let this be a lesson to any individual who thinks that flight training is optional. The United states is/has reviewed their laws regarding the requirement of training and licensing for experimental aircraft after a spate of similar accidents. Bluey
  24. Bluey
    It is always terribly sad when one within your own fraternity has such a horrible end. It is even worse when others around the individual can see the dangers in what they are doing and warnings are ignored. RIP and my sincerest condolences to the family.
  25. Bluey
    Spoke to Wal and he says it sounds like a sender unit on the way out. Wil still do some of my own checks to see if the symptoms I am seeing remain consistent with a real fault. Bluey.
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