mnewbery

Regarding ANR headset kits, DM Electronics are still going strong. Caveat. I have bought stuff in the past but nothing recent. The link in my post was authored in 2010. A more recent link: ANR Kits

ANR... It can cost you a little or a lot. It WILL save your hearing Fettle your headset

http://www.atsb.gov.au/media/56519/carb_icing.pdf http://www.mrc-eng.com/Downloads/Moist%20Air%20Props%20English.pdf The point of the ATSB document is that there is so much water in the air at 28C and 90% RH that it is unlikely but still possible to reduce the temperature to where icing occurs Specifically at 28C and 90% RH the coefficient is around 75 Kilojoules per kilogram of humid air per degree drop/rise. At 50% RH that number drops to 60 KJ/Kg/Degree. Much easier to cool to zero with only a little water and a little temperature.

Old folks rock.

Disagree with post #2. I love the scenic routes listed in the YSCB ERSA entry. I've been told to orbit over New Parliament House, also ballooned over it. It's a really good, accessible set of flights a few minutes from the airport outside peak times. Thanks pollies, for knowing little planes are no threat to their mound of democracy.

Posters in the thread are being trolled by the Australian president of WankPuffins International. Ignore.

A comment on HUMS. Let's say that these heavy and expensive sensors were already installed on a typical recreational aircraft. Firstly they produce an insane amount of data every hour and this needs to be stored on the aircraft until it is possible to offload. Secondly, the data needs to be interpreted for "usage". This is the kind of data that Rolls Royce, MTU, SNECMA and others use to create trend information. A baseline for each individual engine is set up over about 10 cycles and then the variations over time are compared. This is called trend information. Vibration is just one measure. Other interesting stuff is %NG vs torque, ITT vs EGT, fluid temperatures and so-on. As an engine and gearbox wears, these numbers and ratios change. Also, every time the pilot (or mine truck driver) does something a bit extreme like using emergency power settings or a bit of a pickled landing that gets logged too. When a component doesn't make it to book TBO, or it it does but it's stuffed anyway, the manufacturers already have the fingerprints and can look at other examples and the oil if that is involved. Sometimes they have all this and the main rotor or front wheel still comes off, killing everyone. Oil rig helicopter crashes off Norway coast, 13 presumed dead Is instrumenting a light aircraft with a vibration sensor like trying to put an oil temperature gauge on a Briggs and Stratton lawn mower?

Detonation won't show up unless the sensor is for that. A knock sensor is quite common on pretty much every petrol engine that uses an electronic engine computer (EEC) to control spark advance or retard. Knock Sensor Function Symptoms and Problems http://www.standardbrand.com/media/885972/ST10235KS-FEB14_JTF_Knock.pdf As far as I know the know sensor sends a pulse every time a knock occurs. The internals are piezo electric so you need to integrate that signal into some indicator or recorder. Plus auto engines have one knock sensor. This won't do on an aero engine with widely spaced cylinders. They need one per cylinder. Finally the knock sensors are make/model specific and sensitive to placement so taking one from an auto application may give false positives or not show anything. Either way, they allow really rapid seamless tuning changes at the EEC but often go wrong and cause the check engine light to come on. Integrating this feature into an aero engine may not have the desired effect. Why worry about knock in an aircraft engine? While it may be attractive to tune an engine to the point where it knocks then back "it" off a bit, what use is a sensor when you are climbing out over a corn field/trees on a hot day and it starts indicating?

Also while we are talking old, Kevin McGrath is 86 and got his cross country endorsement quite recently while training from Clifton. Who do you think did the training and examination?

If anyone asks Trevor how old he is he will tell you. Let's not go casting nusturtiums un-necessarily. Pretty sure the F_W_Puffin hasn't been to Clifton for a very long time. Nobody has had an unexplained, sudden and urgent need to start digging a large rectangular pit in the area as far as I know. If anyone does, PM me and I will tell you how to avoid getting caught on the cameras I just installed

http://www.skybrary.aero/bookshelf/books/2637.pdf

I discovered almost to my detriment that landing long in a Jabiru when it's heavily loaded is a really dumb idea. If I had a video of it, it would end with a wire fence very close to the spinner. Probably smoking brakes too. I definitely cracked a brake pad but apparently that is not hard to do. So now I pick a spot to land and if I can't control my airspeed/view out the window combination within a couple of seconds it's an easy decision to go around. Two seconds. I used to leave it a lot longer but then I would be nearly touching down and trees at the end of the runway are the natural enemy of the dullard pilot. Wrong amount of airspeed, altitude and ideas all at the same time. Bad approaches and landings beget good landings but only if you survive the the bad ones. My worst was four or five go-arounds in a row some dozens of hours after going solo. I've seen better pilots than me do the same thing in the same plane. To the observer on the ground it just looks like a low-ish pass. Which it is, just not intentional. If I've got the time and petrol a go-around is always an option. Once I aborted a landing at the end of a long cross country because of an urgent and distracting need to pee. Making a landing stick from an unstable or mis-aligned approach falls under the heading of "using superior skill instead of superior judgement". The pilot needs both and they aren't always found in a book. I don't video my landings.

Winters make us think that. Every time

"Gourmet Sausage Rolls". I want to know too. I'm still about missing out so I'm asking because I want to know. Needed to get there a week earlier as it turned out.

Nor me. Just saw the sun first time today in Canberra a few minutes ago

' Marshalling for the Wellcamp Fly In

Marshalling for the Wellcamp Fly In

Marshalling for the Wellcamp Fly In

...photo time I think. Metal springs won't dampen anything. The underside of your car uses rubber bushes to isolate the exhaust from the chassis. Something like this would be a damper. Motorcycles go fine with rigid exhaust mounts. Some have quite a bit of stack length and a very wide operating range.

Vibration. Excellent question! The length and the possibility of vibration damage are related but not 1:1. For this to be an issue the "part" needs to be excited into a state where the vibration becomes an issue. Note to all: This is about lateral mechanical vibration of the exhaust after the muffler can. Not about vibration caused by exhaust gas pulses. In the most general terms the exhaust end (the stack) would need to vibrate laterally like half a tuning fork. More like a clock pendulum probably. The longer it is the lower the natural frequency. A one metre long stack of 38mm auto exhaust isn't going to vibrate anywhere near the frequencies of a Rotax engine. Way lower. The maths is icky and requires things like the Young's modulus of the pipe and the density of the metal. Halving the length doubles the natural frequency. A thicker pipe makes no change because the extra mass cancels out the stiffening. Again this is not like blowing across the top of a bottle because that is a different kind of oscillation. The heat bandage will help lower the natural frequency. If you really wanted to push it, find a loud speaker and a signal generator. Stick the item of interest on top of interest and have a play. With kind regards, your friendly physicist.

I've never heard of anyone doing spins and not the rest of it. So yes, totally agree. I just call it spin training.

I did my spin training in a C150 Aerobat over Lake George south of Goulburn. As both a GA and RA driver I also recommend spin training in an approved aircraft. Caveat: I am a member of DDSAA. I fully support this organised activity and hope to participate in an event such as this in the future.

Weekend of 22-24 July 2016 a bunch of people did a bunch of work at Clifton YCFN airfield. The club house now has a really nice PA system and two new cameras for a total of four. The weather on Saturday was feral so it was a great time to get stuff done inside. Massive thanks to everyone who helped or just turned up and said hello. Not many people realise the huge effort involved in wiring up a PA system and data plus a web server and all the other little tasks. There is still a bit to go to tidy up but it isn't urgent or particularly difficult. I met a lot of club members and others for the first time and got to do some flying on Sunday. Plus I escaped the dreaded Canberra Winter. I am going to miss the planned trip to Wellcamp on 30th July. I will have to settle for watching the progress instead. May the weather be kind to all on the day. Anyways the Lone Eagle Flying School website will get its camera link page updated in time. Before then, anyone interested can see the comings and goings at Clifton by following the link below. DDSAA YCFN Web Camera Diagnostic Page as per the pilot note for YCFN in OzRunways

Gosh I totally forgot about the guide. Got a zillion paper copies too

You could ask Tranzac or Pipemasters. Pipemasters make their own bends I believe