mnewbery

Misery map? Wtf?

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This answer is specific to single engine poston aircraft under 120 knots IAS. This is my opinion not canon law so please use best judgement.

Vertical part of the equation isn't considered for two reasons:

The climb or descent gradient is assumed to be 3% which is 500 Ft/minute at 100 knots or a bit less than 1/10th of a mile per minute or 6 knots vertically. So your climb speed at Vy of 75 knots indicated is more like 74 knots GS using pythagoras theorem at nil wind. Increase the climb rate to 1000ft/min and its more like 73 knots GS. This is less than the difference between the IAS and the CAS; and

The planned TAS and GS doesn't take climb or descent phases into account however if a long climb is anticipated it might make a few minutes difference which could be recovered depending in the GS during the descent

Flying anywhere in Friday afternoons is the pits. You have my condolences and I am glad its not me. Canberra tends to get more of the rough end of the pineapple unless parliament recesses.

Often parliament ends for the week on a Thursday night which leaves a whole day to get back to the electorate.

When parliament rises for the week on a Friday or runs into the night, the tickets are expensive, flights are full but there are no cancellations.

I know this isn't a co-incidence because I know the kind of grief the parliamentary office managers can sling back at the airlines for a perceived lack of performance.

Jet$tar's fluff-up this morning will be inconsequential to them because the people they don't want to upset fly tonight. They will be working very hard to get their manure in a sock by then otherwise it will be a PR disaster

Is there any chance you can get your instructor to come to you, maybe land close by then stay for a day or more and meet a few more students?

Alternatively are there places you regularly go that you can go by plane and have someone with a licence along to keep it legal?

I'm going to take a big breath, write this post and ignore the thread.

I have had significant experience towing a loaded trailer behind a R1100 engine and I have seen what RPM develops harmonics and how the whole system behaves across a wide range of speeds, loads and throttle settings.

Is this information directly transferable to an aero engine experience? In my opinion, no.

Is this information directly transferable to other opposed twins and in particular the R1150? In my opinion, no.

Did Wikipedia note that the Rotax 582 was based on the Rotax 532 which was a first design aero engine from the 1980s and not based on a snowmobile? Yes (and it took me three minutes to find)

Have thousands of Rotax aero engines (582 and 912) been run to TBO and/or destruction? Yes. According to Wikipedia Rotax celebrated 50,000 912s in 2014

Are the common failure modes of Rotax aero engine and gearbox systems (582 and 912) well documented? Yes (the civil aviation authorities saw to that)

Has BMW produced tens of thousands of R1150 engines and reported on what went wrong in normal road use? Not in any official capacity that I can find

From Post #108 above, I am very interested to hear of the experience of Vincik and specifically how many hours did the engine have in road use plus how many hours aloft before it gets/got pulled out for overhaul, what is going to be replaced and how that was decided (e.g. were the counter weights on the crank no longer parallel). I also wish Vincik the best and safest experience with it. I encourage M61A1 to join me in saying that I hope this is a proven long-term good combination for Vincik after his (M61A1) experience with the Moto Guzzi V50 Monza and Venner V-Twins in top of the Rotax 582.

My points:

The Rotax gearbox is a known thing but attaching it to something other than a Rotax engine is an experiment which each pilot will personally conduct every time they decide to thumb the starter.

I know I won't have to worry about a BMW powered anything doing an engine out landing near my house.

I don't think a "BMW caused engine out landing" will be an issue in Toowoomba because if my suspicions are correct the OP isn't a pilot and the OPs engine will never be run to the point where it is worn out.

He/she doesn't provide checkable references for comments about Rotax or BMW so I can't apportion the probability of truth in his/her favour for any other comments in this thread.

Do your own research and take responsibility for your conclusions. I don't have an issue with the R1150 conversion and I encourage people to take calculated risks in support of everyone learning and sharing more about information about engine and gearbox combinations.

All the Rotax engines are derived from snowmobile..

The R1150 engines from 2004 were twin spark heads so it's possible to convert to separate ignition with one fixed timing and the other from the engine computer.

As with all of these conversions, this (R1150 oil cooled) engine wasn't planned as an aviation engine so it's a dimishing return to take a land engine which started off cheap and easily available then change it.

Sounds like a choice between single ignition or a lot of customisation is required

*cough* Corvair engine instead of an O-300

*cough cough* turbocharged Volvo 166 engine in a glider tow plane

Your flying club life is dependent on the last flying day before retirement of your youngest pilot not your oldest

She is a harsh mistress

They already have enough recreational activities "available" without having to bother with getting off the ground to have fun.. Nev

Word is, there is a new airfield near Yass and they are taking bookings for hangar space now. This could be handy. Tony Smart at Canberra Aero Club can provide more details

Condolences from the rest of us for finding youselves in Canberra *joke*

Seriously Canberra may have the Ra-Aus HQ which I fully support but that's about it.

Recreational aircraft can be trained on and rented from Goulburn and Points further such as polo flat and Moruya or Merimbula. Canberra works ok for GA licences.

Big shout out to Canberra Aeroclub. Go along to a social event of which are fairly regular even in Winter

When filling up at servo’s like that what are you taking on board. My certificate to run Mogas talks only about Super at 86 octane or higher (best grade available) I assume that because it was written in 1986 the fuel was good old fashioned leaded petrol. Would running 98 premium without lead be ok in O 470 R.The trip looked like it would be great fun to do.

 

cheers

 

Clinton

80 Octane (Red) aviation petrol has a low vapour pressure and this is part of the ASTM standard. Car petrol might or might not perform the same way in terms of vapour pressure and performance under cold temperatures (e.g. up in the flight levels). A high wing tank goes some way to getting around the vapour pressure issue

Poor pelican

Plug it in to a power source. Alternatively, use simulator mode and it will stop bugging the GPS for data.

You can also go into the iPad general settings and turn the location data off for the app.

See Settings > OzRunways > Location

In your case it was from behind too

Weekend 21st April 2018. Gosh it's been nearly two years!

Without going in to too much detail, all cameras at Clifton are uploading directly to the Lone Eagle Flying School website and the diagnostic page has been turned off.

The cameras are updating every two minutes and all four cameras are available on OzRunways at YCFN.

New equipment has allowed people to entertain the idea of a weather station with a web based interface so stay tuned for that.

Big thanks to (in no particular order) the DDSAA committee,Trevor Bange, Mitchell Watson, WayneL, Wayne H and everyone else who put up with the shenanigans that led to Clifton Aerodrome now having these cameras plus solid WiFi and a really good infrastructure for internet based exams, flight planning and situational awareness.

Finally, thanks to a grant from a well-known philanthropist, Toowoomba Airport has four web cameras which can be accessed from here

Can we have a link from the IDF showing where a bird strike was claimed? I am asking because I am very interested in that information

Interesting point about the S-200, first flown in 1965. Please everyone remain reasonably critical of the information available and use good judgement when basing a discussion on "opinion masquerading as fact".

Below is another story

Here’s Why The Claim That Two Israeli F-35 Stealth Jets Entered Iranian Airspace Does Not Make Any Sense

No I don't have direct experience but I know two people who do.

One here is king_daniels. A light roller is useful when the seed is first applied to push the seed in and make the soil flat. After that yes it will squish out air and won't actually get rid of the lumps.

The lumps are caused by the soil shifting as it goes through the seasons. Black soil will make huge cracks you can fall into as it dries out. Rocks will float up too, if there are any. Clay soils make little holes and lots of them. This is called the melon hole effect.

Low spots in turf need to be lifted up and new soil placed in under the turf. This isn't fun and more soil is needed because the new soil will compact. Use the roller on the low spots that have just been filled up to bring them level, not the high spots.

The high spots will need to be dug out from under the turf. Also not fun.

A good grass air strip is a thing to behold. I think Clifton YCFN got at least 50 tonnes of decomposed granite (gravel road base about as big as your thumb) poured on since 2012. For an 800m by 30m runway an a thinner taxi way, this is still only 100 grams per square metre. Of course the places you want the gravel the most are the high traffic areas and the places where the water builds up.

Flat is a nice thing to aim for. I would prefer serviceable and less prone to bogging aircraft.

Of course after the next rainy season, you get to do it all again because the holes and mounds will return.

Trevor Bange uses a an old cattle grid welded together and towed behind a tractor to scrape the loose bits off and push them into the wheel tracks. Once that is done and the cracks are mostly filled up he might use the roller to push more soil into the cracks.

You can always ring and ask. His phone number is in the ERSA.

speaking of helium - I was wondering about the 'problem' I have with 'weight' in the cockpit of the Drifter - could I install a helium tank under the seat?what about a pair of canards set to a slight positive angle of attack, so the nose of the aircraft would always have some lift generated to counter the 'weight'anybody got any other ideas? oh yeah, now some skinny vegan is (...)!

Remember the golden rule: Whoever has the gold, makes the rules.

Plenty of options to fly around Brisbane. However to increase your chances it would be easier to fly with an instructor mid week. So if you are working nine to five, early mornings and last flight in the afternoon are available.

Also, it's worth finding an instructor who will work with you around any attendance limitations you may have. This will take some time but it's totally worth it.

Yes the training records are totally transferable and in the case of GA at least, in a standard format. The receiving school requests copies from the current school. If you want that done quickly, tell them you are thinking about transferring out and would like your training records up to date. They will get it sorted and audited. It should be done at the end of each week anyways but instructors being who they are ... tend to leave the record keeping until the weather becomes un-flyable.

RA or GA training?