Yenn

If you have a certificate it will mean that RAAus are most likely involved as they issue certificates. You could also say that if you have a licence, you should be able to fly RAAus aircraft. that would undermine RAAus ability to charge for membership and certificates.

I would guess that it is another case of poor piloting. we all know the weather there can be bad at this time of year, we also know that passengers nowadays think flying is safe. Pilots must make the correct decisions. Of course I could be wrong and it could be some other reason for the crash.

Spenaroo. If you are serious about wanting a Corby, I am considering selling mine and have already sold my RV4. I think it is about time that I hung up the headset, although I am sure flying is good for me even in old age. Of course before you jump into a Corby you have to be tailwheel competent as well as being of a size to fit in it.

Fuel will melt the bitumen surface of an airport. I have never seen it melt grass or gravel. I tend to put it back in if there is no water in the sample.

If there is water in the fuel you are putting in your plane it is going straight to the bottom of the tank and then to the lowest point. THe only thing that will stop it getting to the fuel drain is if the fuel drain is not the lowest point because the plane is on a slope, or there ire too many ribs in the way. If you don't check, you could well regret it. I agree with the smelling of the samples all water will look like all fuel.

I meant lower speed and higher pressure. That is what the experts say happens. Their reasoning is that the air has a total pressure, which is the total of static and dynamic pressures. Therefore if the dynamic or moving pressure is greater, then the static pressure must be lower. I know it seems silly because when you ride a motor bike the pressure seems higher on your face, but in reality it is lower. Look on the front of your car and you will see inlets for ventilation beneath the windscreen.. That is a low speed, high pressure area.

One of the aims of the cooling gurus is to get the airflow speed down. They do that by increasing the cross section area of the ducting. Lower speed means higher pressure, it also allows more time for the air to absorb heat. There can only ever be a small amount or air in actual contact with the metal of the engine, so heat is going to have to flow through the adjacent air away from the engine. It may sound too difficult but it seems to work in most cases, Having said that one way to improve cooling is to increase speed. That works by increasing the volume of air passing the engine.

Air should remove heat, even if it doesn't come in contact with the metal. It absorbs heat from the adjacent air that does touch the metal. The actual amount of air in contact with the metal is very small and probably not moving very fast due to surface friction.

Wow. Where are all the knockers?

I would recommend that you keep a fuel log of all flying time and fuel used. That way you will know your fuel burn and will also spot any changes in fuel burn. Not so easy if you hire or share a plane, but any commercial operation would most likely be keeping a fuel log that you may be able to access.

We have had a load of waffle about Jab engines and the thread drift is going on all the time. Here is your chance to say what you "know" about Jab engines. I have a 2200 Jab in a Corby Starlet, it runs well although I got poor mogas and busted a piston with detonation. Avgas is the go for me. I would like to try a different carburettor from the Bing, although the Bing runs fairly well. Don't bother talking about the engine if you don't run one or regularly fly one.

The TBO of a Merlin does not bear comparison with the other engines we talk about. It was designed for massive power and a short like, originally as a racer, then as a military engine,

Long time since I flew one at Lovely Banks. That was after flying Cessna and Piper nosewheel aircraft. It took a bit of getting used to flying a taildragger, but I really enjoyed that plane. It was the reason that I eventually built a Vans RV4.

You can change the title. He who posts it gives it a name. This is not an old thread, the first snide remark was post No 4, even though he only made a true statement. I would always like to hear the facts as soon as possible and in a lot of cases would be interested in knowing if the person posting had experience with the equipment being commented on.

There is only one way this can be legally concluded. Those who bought tickets in the original raffle, ie entry tickets must have their tickets put in the raffle, it must be drawn and the winner given the plane. All states have rules for raffles and it appears that they have not been complied with. To add extra tickets to a new raffle would be definitely illegal. Maybe they could draw the raffle and whoever wins it gives it back. HA Ha. This was all done in the lead up to the airshow event which was touted as being an RAAus event, when in actual fact there was a hidden entity running it. That couldn't be so that RAAus could not be held accountable, could it?

Good for him, I am a bit younger, but share the name, his first name is my surname. I don't think I will still be flying at 91.

If you think of landing at Alice Springs, have a look at the current edition of Australian Flying. There is a very unhappy chappie there given the run around by ground staff and access to his plane.

When someone posts that there are failures, but will not say where and when, but rather that "they" want to keep it quiet, I wonder about the veracity of their statements. Telling me Gen 4 engines are rubbish is just not good enough to make me believe it. I need instances to be detailed. So far we do not have any info about how many or what failed. One question. Is there a cylinder to head joint in the gen 4?

Look at Australian Flying current issue. Someone writes up his Alice Springs welcome. Porepunkah has a long way to go.

Jaba who. I have posted before somewhere on this site about one of the early Cirrus recovery schute landings. The plane came down in a dam and the wheels of course hardly slowed the descent when they hit the water, then the whole underside of the plane hit the water and stopped dead. Result the pilot had severe spinal compression injuries. That would not have happened if the wheels had hit hard earth and started the crumpling of undercarriage and wings.

Do we have any numbers on gen 4 engines? How many are out there and how many have failed and at what hours? From Nevs statement and my own experience it is clear that running the older Jab engines at higher speeds solved heating problems. My Corby runs at anything from 50 to 100 plus knots with no overheating problems. That says to me that the jab engine problem must be due to the installation in the aircraft. I am using a modified Jab cowl and the original ducting, so I assume it would be very similar to the Jab installation.

I have a photo in front of me in Australian Flying, which shows 3 Bristell aircraft, in two of them the fin is ahead of the horizontal stab. far enough that none of it would be shaded. I have never been close to one and don't know how the size and shape would go in theory, but I don't think shading is a problem

I use Avplan and I have tried Oz Runways, but decided to stick with Avplan because that is what I was used to. I really think either will work well and what you know is easier to stick with. I never tried talking to Oz Runways about problems, so have no idea how they go. I have always been impressed with Avplans help, even when it was with problems other than their program.

Have a look at their paperwork.

Marty. Yeppoon is good and down the other end of that strip of coastline is Emu Park, which has a nice little airstrip. I have plenty of room for a camper, I also have Jayco camper. My place is near Awoonga Dam so if you are into fishing it is one of the places to go.