DrZoos

Thats a damn hard impact to do that to a Jab Indestructible ..cause=unknown.. lets wait see??

Chase exhaust temps...the only prob is leaking gases or overheating of plastic ducting... My exhaust has a second layer leading into a ducting tube..its incredibly effective down to about 4 C Its built for Italy meaning either its lazy or works in cold temps....

yeh but its one big ass model..that's impressive for anything... wont be long and some redbull crazy ass will do this in a real plane

hopefully it posts, if not i will try and edit it.

Cheers all for your input... So my question was two pronged and I should have explained the original post a bit better... the first part which is clearer and easier to answer is in relation to my long trip around parts of aussie for next year... i think its pretty clear..fill up every opportunity... the second is a bit more questionable... crossing the ranges regularly for short say 4-5 hour round trips , maybe an od over nighter but within a full tank of gas these I now think winter..hell yeh just fill up and go, but summer i think when crossing the ranges, with good fule stops available on the way home Im going to take less and fill up for a break on the way home ...im not convinced the saving of say $10 maybe $15-$20 is worth the effort and risk of climbing so much harder and hotter due to the extra weight

Wish that worked for me..na too close to mountains.. i can get to 4000 pretty quick but then the next 2500 takes a long time and Im over Tiger country before I have enough height to reach emergency patches.. I did some reading on PPRUNE from some pretty learned folks... they seem to think somewhere around 6% per hour of additional fuel is used to carry the fuel. thus carrying an extra 50L for the return flight of a 2.5h flight means before you start using it you have used around 6L just to carry it there. So a cost of approx $15 In this case when Im heading over the ranges I think Im going to travel lighter if Im coming back via a known good fuel stop with no landing fees. Where as If im going to some tin pot airport, i think i will just allow more time for the initial climb on departure and carry the fuel, plus leave as early as possible and safe to do.

Andy I certainly wouldn't do it without all the right approvals. 24 rego.. I might sit back and wait, but its just a really nice cost effective and low weight solution that I thought others in here may like

yeh usd

As nev said "adapt to circuit traffic density"..This is the key thing not being taught and possibly whats causing the conflict of opinions here... Sometimes it makes perfect sense to make one call, others times to make a full CTA type call pattern and at others, just shut the hell up and say bare minimums so someone can get a word in who really needs to! It amazes me when we have 5 in the circuit and 2 RPT's inbound within 30 nm at high speed and we have some moron making a 30 second taxiing call with runups still to follow..do they not think

Where is this beast located??? Thats one high canopy design

This strikes me as particularly attractive at $999 for ultralights for those that do longer trips. see pics below - look at the tiny servos Not only the price but the fact its massively lighter than a traditional 2 axis auto pilot setup http://www.trutrakap.com/product/eco/ http://www.trutrakap.com/wp-content/uploads/2015/08/Eco-Operation-Manual-prelim.2-small.pdf The Blurb ECO includes: Automatic Envelope Protection (AEP) Heading Hold Track Hold GPS Nav Mode and Altitude Hold SPECIAL INTRO PRICE: $999 AEP is a BRAND NEW safety feature that allows the pilot to set a flight envelope (bank angle and pitch angle) that they wish to fly within. When AEP is armed, the autopilot will monitor the bank and pitch angles of the aircraft and if the aircraft angles exceed the preset limit, the autopilot will apply pressure to the controls and move the aircraft back inside the envelope. ECO Information Eco is a brand new product created by TruTrak and Levil. It represents a completely new concept in how to fly an aircraft. Rather than using a standard autopilot servo which connects to the primary aircraft controls, ECO attaches as a secondary servo tab on the control surface (much like a trim tab). ECO also uses very lightweight, high quality, high velocity, metal gear, waterproof, miniature servos. By using commercially available servos, we can reduce the cost of an autopilot system significantly. The tabs are also sized such that at maximum deflection in the event of a servo failure / runaway the forces are easily over-ridable by the pilot. The photo below shows an example of a servo tab. The tab pictured is 10” long and 4” total width. The production servo tabs will weigh approximately 3 oz.

ok thanks guys - yeh thought as much for the outback. @Nobody - you have hit the nail on the head, for me everytime i go anywhere around here other than a local flight I tend to cross the ranges at minimum 6500 foot up to 10000 foot if clouds are around normally i wouldnt bother, but climbing the last few thousand feet in the warmer months is really quiet a lot of work due step climbing for engine temps and just the time it takes to climb when your on mtow... i generally leave with full tanks to avoid the hassle and extra expenses... but yesterday with 2POB at full MTOW and fairly warm temps it was a real effort and i started to wonder about the logic behind it . i had to step climb as my aircraft with its slippery design and cooling inlets on top of the cowl doesnt like climbing for long periods in the warm cond at mtow and i really started to think, 40kg less fuel in these conditions would prob really help

So i know the big guys have magic formulas where they can calculate for example that to load 1000kg of extra fuel will burn say 300kg just to carry it over a trip of X hours... In our aircraft we dont have the historical data and I dont have accurate enough fuel records to knwo for each weight my fuel burn, as my flight routes vary too much. Does anyone here know how to calculate with our smaller aircraft when its feasible to leave home on a massively full tank rather than a half full tank and fill up at the other end... ie in a slippery little ultralight at say 100 knots 560kg MTOW and traveling say 2 hours but having to climb to say 6500ft at 80 knots first at 500ft pm is it more feasible to just take say 3 hours of fuel and fill up before returning or 5 hours and make it home... clearly its always going to burn less fuel with less weight, but often at the other end fuel is dearer, harder to get, or may involve a call out fee. I want to do a few long trips soon, maybe to the Cape, Darwin etc so i want to work out when its cheaper to fill her up and fly max v more regular callout fees and dramas with availability.. my gut feeling says every time you can get fuel just fill her up to MTOW... but by doing so it means carrying a lot less luggage. So after all that the actual question i want answered is using the weights and numbers above is anyone able to give me a pretty good guide, formula or benchmark for the cost of say carrying 70L v 90L v 112L in an aircraft that's say at MTOW 560kg with 112L on board.. Or is this just a stupid question due to the ridiculous variations in flight levels, headwinds etc on such a trip. Im interested to know your thoughts. Especially from those with lots of this type of experience in smaller aircraft on long trips.

Well imagine what it would have been called if it was a Kiwi sat... F###him a worry

To me the person more dangerous than a radio hog is a non user. Than you better start asking for a higher MTOW before you try to land anywhere thats training the OS pilots...they start in waves and when they are doing circuits its chaos....you might be orbiting for two hours if you arrive at the wrong time... When its only 5 and no RPT's as well occasionally it seems calm.

I thnk we are about close to as busy as a non towered radio gets at Port Macquarie. congestion at around 10-12 am at times is a real issue, especially with GA students struggling to find the right words and making 3 calls per circuit. From my personal perspective Base is by far the most important. But i do find turning downwind very helpful for timing runway or circuit entry when its extremely busy. Much shorter calls would definitely help...guys doing multiple circuits making full calls 3 per circuit is a potential killer... The turning downwind call really helps for joining the circuit safely when it gets busy...i dont really need to know who you are, just that your there. A simple, Port turning downwind 21 . I generally already know who you are from your rolling or base call. I have good glasses for up short and excellent distance vision and when theres five plus in the circuit your a magician or thousand times better pilot than most if you can visually spot them all, everytime.. Some days its easy, other times its near i possible with white planes and cloudy, haze and glare. To me the person more dangerous than a radio hog is a non user.

skidmore puts the skids on...good or bad? Not sure. http://www.australiandefence.com.au/news/casa-takes-pause-on-safety-changes-listens-to-industry

We walked to Gunnedah N.S.W. town center today from the airport. It is less than 2km, takes about 12 min. the airport has fuel wtih a $10 callout fee. lots of food and beer choices in the heart of town. Beware of traffic on thin two lane bridge with no pedestrian path. A great place to stop.

Its pretty bloody good take a look http://satview.bom.gov.au/ zoom in on your area and compare it to your day... note it only goes back about 4:10 so later tonight you wont see much But after 4 hours airborne today that's an amazingly accurate visual description of what I saw... I can really relate to that.. I guess as it gets thicker its going to be harder to interpret, but that probably screaming something at you anyway.

Sure is, and they are a sweet sweet sweet ride...just need some more cargo space and MTOW a bigger bladder ...then it would be a real long haul beast. PS theres a big whale lurking in one of those shots...can you spot it

yep i jumped out of my office when i heard it

Sorry publicity launched today...but yi ha Japan launched a new BOM satellite with 50 times the details in full colour and it looking at Australia as well.. They say its like switching from black and white TV to colour TV in terms of seeing and predicting weather... http://www.abc.net.au/news/2015-09-30/new-satellite-technology-means-better-weather-forecasts/6815922 http://www.bom.gov.au/australia/satellite/himawari.shtml

What is that thing with wisk chonk written on it...is it a water tank with a catchment and flood free pump... its by the river between gunnedah and the airport in a fairly low area

I too am from RC & models originally, then a kid flying shark patrol illegally with a PPL and doing touch and goes on the beach...no wonder we never spotted one shark... that was council money well spent..I was 12, so don't blame me. Then 20 odd years absentee , but always with a love of aircraft from a distance...then into RAA at age 40 once i could finally afford it.

What about, "everyone wins a trophy pilot" That way we can all feel great, get home safely and have ridiculous ego's no matter how bad we fly...