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Tex

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Posts posted by Tex

    OMG

    in Rotorcraft Usergroup

    Posted

    Probably not as crazy as it looks; beyond the time factor, I think by keeping the helicopter moving it is far more efficient for the aircraft as well. First: all turns are to the left which means more power to play with and by keeping the aircraft moving they are closer to translational lift (or in it) reducing power requirements again and associated secondary effects (heat). Less time in the hover and those high power demands... All things considered he is not going real crazy on the controls; everything looks smooth and well balanced. So the inertia on the load is reflective of the management of the inertia and G's on the aircraft. Looks like a pretty light load too.

     

    Sort of like Hoovers glass of water on the dash roll trick. Looks pretty wild but the A/C never sees much more than 1g.

     

    Having said that... some very skillful piloting and stick work!

     

     

    • Agree 1

    Drifter Belly Tank Plumbing

    in Drifter

    Posted

    You will need a 21M Engineering report for the engine swap to be kosha. The inverted 582 (and 532) was the very original set up out of the factory, I heard they went with the upright mount because of plug fouling issue on the 532 and early 582 with the types of plugs used at the time - no real strength or integrity issue; it just related to engine performance. The radiator set up is a bit more complicated.

     

    Looks flimsy compared to the upright mount but they were certified that way at one point. The 582 inverted mount root tube were triple sleeved chrome molly.

     

     

    Drifter Belly Tank Plumbing

    in Drifter

    Posted

    Seb, my two cents having given this a lot of consideration as well and was educated by those more experienced than I on different set ups.

     

    If it is the 40l belly tank.....The cons are: the ability of the Rotax fuel pump to pump the fuel further from the bottom tank (you have a 503? Not sure on those pumps). On the 582 they have a vacuum pumps so prefer to push than pull. Drawing from the bottom has more unusable fuel (on the 40l tank 8l or so) when in cruise or descent (but you can pump more out in transfer while flying/climbing) . What sort of pump is doing the transfer? The facet type continuously pump so you need the right PSI if it is going to be a boost pump so it doesn't overpower the carb floats... as opposed to the the black round impulse type pumps on original drifters (good luck finding one of those).

     

    As I found out you can put a hole in the belly tank taking off and have it empty VERY fast... not good if you draw from there.

     

    Having said that I prefer to draw from the bottom tank (with a 582) forget transfers and have a good boost pump working for take of and landing and over tiger country. The Rotax fuel pumps never let me down pumping from the bottom (and Farri has advised he has done so for years as well). Transferring takes planning of course and going down from fuel starvation with 40l on board because of pilot error or pump failure.... but If you have a discernible fuel gauge for the top tank then you can see if the transfer pump is working, so you can check it anyway.

     

    If you have that fuel gauge for the top then I would leave yours as is because I tend to think you will be doing lots of local flights? More useable in the top means less weight. If you are going to be doing plenty of big cross country... consider the bottom option.

     

    Now more pictures please!!! 001_smile.gif.2cb759f06c4678ed4757932a99c02fa0.gif

     

     

    • Helpful 1

    Why is it (not) so...?

    in AUS/NZ General Discussion

    Posted

    Still weight shift for pitch. Still under HGFA, must be foot launch as well. weight limit too from memory. Looks like a very modern Fledge.The early variable billow HGs that I flew adjusted the cross bars fore and aft along the keel. Used mainly for speed control. eg tighten up the wing (less billow) and speed up in between thermals for instance. Loosen off (more billow) and fly slower and tighter flatter turns in thermals. Easier to handle and used for landing as well.

    No change today Ozzie.... the higher performance wings (single surface adn novie intermediate wings don't bother generally) still use VB or as it is called now VG 'Variable Geometry'. The cross bar which joins in the middle via ball joint or plates is pulled back, pushing out (forward) at the leading edge/x bar junction, changing nose angle and tightening the wings, More stable in roll (and harder to turn or correct non-pilot induced turns) but less pitch stable due to reduced washout and nose angle. Less drag means better glide and at higher speeds.

     

     

    • Agree 1

    Marks on Flying Wires

    in AUS/NZ General Discussion

    Posted

    Otherwise you might need to employ a Reg35 and have a special Engineering Order written.

    CAR 35... which is now CASR21M I believe... but that relates to modification/repair design approvals. Is 'replacing' something on a plane a modification or repair. I don't think so. Or else you would need a CASR21M approval for changing a tyre.

     

     

    • Agree 1

    Bees autoland technique

    in AUS/NZ General Discussion

    Posted

    I imagine it's use will be for UAV's that can hover, rather than fixed wing, but with the right programming, maybe they could get it to work for fixed wing. Reynold's effect has no effect on this concept. It's all about controlling the rate of descent, not approach speed . I suspect that helicopter pilots may already subconsciously do something similar, 1200fpm descent in autorotation doesn't seem fast until you get close the ground, so you reduce you rate of descent at a rate that has your touchdown almost at zero vertical speed.

    It works in all sizes.... SPOT ON M61A1! You are taught this when you fly helicopters (so I do not know why they did not speak to pilots in this study?) but it is highly relevant to glide (as well as motorized approach) .

     

    If you pick an aiming point and it grows at a constant level but the point of focus remains the same just getting bigger in your vision that is what you will hit. What goes up in your vision you will not make (without power) and what goes down you will, with room to move.

     

     

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