JG3

Do you have any pictures to illustrate this, JG?

I once did a long trip on Avgas, and after 70 hrs got a bad mag check.... The first plug that I pulled the gap was completely closed by lead deposit. In all the others the cavity between the insulator and shell was full of deposit.

Also beware of the seller suggesting using an escrow company that they have found trustworthy to supposedly protect you until goods received. That escrow company will have a legit looking website but is also a part of the scam, and the money will disappear. If you must follow the temptation of that sale, then use your own escrow broker who will only release your funds after you receive the article.

Beanie mod???? Whats that about? But what a fantastic trip!

That's the 701 with the "Beanie Mod" - I read a lot of his posts over on Zenith.aero. Seems to work ok and I believe a few others have modified / are modifying their 701's the same.

This is my buddy Joe Spencer from Mississippi, flying the VFR corridor along the Hudson River, right past downtown New York city, in his Zenith 701.

FT seems to have totally missed the fact, that this bloke took off around 0600hrs, and crashed at around 0750hrs.

We've replaced several windscreens. We find 2mm plenty thick enough and still easy to work and cut with tin snips. The original was 1.5mm. Note: When using the original as a pattern to cut out the thicker one, leave an extra 12mm on the door post edges, otherwise the new one will be several mm short. Trim to suit after drilling and clecoing the door posts. Drill 4mm holes for the 3mm rivets to reduce stresses. Riveting the front down tubes creates concentrated stress points that can start cracking, so don't rivet them. After the door posts are riveted, force a dense foam strip between the down tubes and the screen. We find the foam material about 8mm thick used for concreting expansion joints to be ideal. Poke it in with a screwdriver, thus tensioning the polycarb. Works really well.

Has anyone come up with a means to take pictures through a large port or sliding window in Savannah S door? Without removing the door for flight?

Photos aren't very clear, but if you need more info just ask.

Works really well and I've used it a lot.

Not a recent flight, but definitely flying adventures.

Great memories!

Flying Adventures of the Eager Beaver

Wishing everyone great flying adventures in the coming year.

JG

Does anyone know how high the CTAF airspace extends above an uncontrolled airfield??

I understood that is is 3000' AGL, but I don't know where or if it's written....

The reason I ask is that I often hear aircraft overflying my home field at Kilcoy (alt 400') and announcing that they are approaching and overflying at 3500', direction, intentions, etc, etc.... An aircraft at that altitude is of no interest to me at circuit or approach altitude. But a radio transmission from that altitude carries widely, to Tyagera, NSW and way north of Gympie, and so ties up MULTICOM radio time for a wide area that also has no interest in the content. Seems to me that when flying x-country at 3000' AGL or above we would be best to not clutter the airwaves with such 'overflying' broadcasts......

[quote=Of greater benefit (in my opinion) is that the vortex generators improve the aileron authority deeper into the slow flight regime.

I am interested in experimenting with vortex generators only affixed to the outboard section of the wings so as to enhance the low speed authority of the ailerons while leaving the inboard section of wing to stall at it's normal angle of attack.

It seems likely that others may already have experimented with this idea and I am wondering if any information is available?

I am especially curious if a second row of vortex generators closer to the ailerons has been experimented with and if it has proved to be beneficial or not?

Thank you.

Yes, VGs only in front of the ailerons has been tried many times and is effective in increasing aileron authority at lower speeds. Jabiru 200 series have particularly noticed this.

There is unlikely any benefit placing a second row of VGs farther back near the aileron, due to the thickening boundary layer at that point. The vortexes once generated by the VGs at the front of the wing are very persistent and stream right back to the trailing edge.

Hi, Id be very interested to discover what the problem was and how it was solved. Thank you in advance. Cheers

Woman: Do you drink beer?

Man: Yes.

Woman: How many beers a day?

Man: Usually about three.

Woman: How much do you pay per beer?

Man: $5.00 which includes a tip (this is where it gets scary!)

Woman: And how long have you been drinking?

Man: About 20 years, I suppose.

Woman: So a beer costs $5 and you have three beers a day which puts your spending each month at $450. In one year, it would be approximately $5400 correct?

Man: Correct.

Woman: If in 1 year you spend $5400, not accounting for inflation, the past 20 years puts your spending at $108,000 correct?

Man: Correct.

Woman: Do you know that if you didn't drink so much beer, that money could have been put in a step-up interest savings account and after accounting for compound interest for the past 20 years, you could have now bought an airplane?

Man: Do you drink beer?

Woman: No.

Man: Where is your airplane?

I think if you trawl through the old threads when natfly (or whatever it was called) was on at Easter time you will find plenty of people saying they couldn't come because of family commitments.

.

Also, Easter moves around a lot.

So choose a weekend in that time of year based on the the best weather history.

But focus it like the old Narromine Fly-Ins.

No emphasis on the wide public, but make a special effort to appeal to those interested in getting involved in our sport, and want to spend their time browsing the flightline up close and talking to aircraft owners and maybe going for a ride or two to experience our world. That's a treasured memory that I have of the old Narromine, feeling like I've helped someone into our sport, and I'm sure that there are some flying now whom I've encouraged at those good old fly-ins. That's a far more effective way to ensure the future health of our sport.....

Compromises trying to please too wide an audience seldom work well for anyone..... Let those who just want entertainment go to the airshows, but leave us the airspace and freedom to visit with other flyers and prospective flyers and take them for a ride whenever it feels right.......

I did mention a 6 month spacing away from OzKosh. Easter is a good idea.

Easter is when the traditional Narromine Fly-In used to be held, and that was very popular, with 200+ aircraft flying in.

Narromine is still the best venue, with very convenient facilities for camping or soft accommodation, and locals who welcome such an event and have experience how to host it.

REX flys into Moruya so that will be a 'secure' airport!

And Twice required to show ASIC card up close for detail.....

G'day All,I want to have a peek at the sprag clutch in an E gearbox that I don't have any history on.

To get to the clutch I need a pin, part number 876-640. Apparently the pin comes in the tool kit with every new Rotax motor - it is inserted into the pulse port to prevent crank rotation when removing the small drive gear situated inside one of the shafts. My CPS info (Part#55 - C and E Gearbox Maintenance) tells me that using any other kind of pin can have disastrous results.

 

It's only a $5 buy but I thought if someone has one laying around they could help me out here, otherwise I will order one from young Bert.

 

cheers for now

 

BP

JG

I'm so glad that I experienced 11 years of the old Narromine flyins. The greatest memories! We spent the whole days wandering around the aircraft, kicking tyres, visiting with other flyers, learning from their real life experiences with those aircraft, and swapping rides. It all worked so well..... Low cost and minimal organization and NO AIRSHOW.....

Let's remember that those old Narromine flyins weren't in decline they were still thriving, until they were suddenly transferred (some would say stolen) to Temora. The format changed and the advertising was, "...come and hear the Spitfire and watch the airshow...", but then it quickly declined and failed..... Changing the venue back to Narromine isn't the solution, the format is the problem.....

I don't know if it's possible to resurrect the old style informal flyins at Narromine. Once momentum is lost due to all those disruptions, it might be hard to recover. But sure does seem worth a try. Minimum cost so minimum risk, but sure needs a different approach than present.....

Once again I'm very thankful that I had the chance to enjoy those early Narromine Fly-Ins......

I've had excellent experiences with trailerable aircraft in the USA, as shown in my website stolspeed.com. I've also done lots of Xcountry travelling in fixed wing aircraft, but having to camp under the wing in bad weather and having no transport from airfields into town is a nuisance. Towing an ultralight in a trailer with a camper van gives a comfortable bed and wheels to get around. But very few of such aircraft and trailer rigs around. One of the best would be the Kestrels, designed and built in Brisbane, with a long history of safe flying. I once flew such a Kestral from SE Qld to Horsham Vic, and it went well.

Now I note that there's a Kestrel with an excellent trailer for sale in the classifieds. I've seen that particular aircraft flying many times years ago and know it's well looked after.

Kestrel Recreational Aircraft Cat 95-10 | Recreational Flying

I'd grab it myself except that I've just finished building my own design and trailer to do the same sort of travel around flying.

JG

This cable, especially designed for the 912 dual carb engines works really well, and carbs stay in balance long time. Top quality construction and really easy installation. I've used one for years and several other 912 owners have also found them to be excellent, three more owners at our airfield are installing them right now. Only have one throttle knob in the cockpit, but the pax can reach across if needed.

McFarlane Aviation

McFarlane Aviation - Rotax Throttle Controls - Panel Mount

You need the six foot model to reach the far carb properly.

Seen one airshow, you've seen them all.I'll wait till someone organises a 'flyin' for pilots and planes.

We can talk to fellow pilots about building and/or flying our planes, not just what colour they come in.

 

We can discuss the pro's and con's of various propellers without someone in a blinding coloured vest going into conniptions if we touched one.

 

If the circuit doesn't look too full, we can take up a mate to show him our great machine.

 

I could go on, but.

If the aircraft flew properly without the VGs and with slats, the issue appears related to the altered lift characteristics and/or airflow changes resulting from removal of the slats (I have assumed the slats were removed) and the addition of VGs.JG (John Gilpin) - an active contributor to this group - was a pioneer with this modification to the Savannah aircraft. I suggest you address an inquiry directly to him.

You may have seen these articles - certainly a good place to start...

 

http://www.stolspeed.com/slats-v-s-vgs; http://www.stolspeed.com/id/26; StolSpeed Aerodynamics - Performance Enhancement for Light Aircraft (the latter two links connect to JG)

 

Wish I could offer more.

 

Fly safely.

 

CanadaDan

JG

I remember fly-ins.Would grab my camping gear, fly to some remote airfield, meet a lot of old friends and chat about our aeroplanes.

Sometimes we'd jump in our plane and do a few circuits so others could see what it looked/sounded like in flight.

 

If you got yourself well known enough, you could bum a fly in someone else's pride and joy and add it to your logbook.

 

Then you could wander around and see what new gizmos, engines, planes, etc that people were building/bringing into the country.

 

No one seemed to mind too much when said manufactures and importers wanted to put on demo flights (we all remember Nestor demo'ing the Storch), but for some reason, organisers started to think we wanted more aerial entertainment, and before we knew it, we were going to airshows.

 

Now we can watch parachutists open a 'fly-in', but I don't think anyone can parachute out of an ultralight.

 

We now (pay) to watch professional aerobatics pilots put on a display of daring do, although we can't aerobat our ultralights.

 

We watch the Roulettes do their thing while trying to drum up enrolment in the air-force, even though most of the people at the show are older than the Roulette pilots.

 

And of course all this closes the airspace around the field so no-one can come or go, or take their mates for a quick flip around the area.

 

Maybe with forty years of flying I'm starting to get a bit jaded so I probably wont be going to Narromine.

as expected now need multifocals to deal with long distance clarity and short vision reading. Ordered the prescription specs. They do a good job but what a nuisance..

But I am talking about true tri-focals, with the three sections, not the gradually changing multifocals which I couldn't get used to.... Some manage to get used to them, but I couldn't find any advantage. For my flying glasses I request my optometrist to set the dividing line between the distance and middle range so that I can view the distance over the panel and the instruments in the mid range without tilting my head. I request reading distance to be set just right for maps on my lap. Works really well.

I have had prescription sunnies for flying, but now find clip-on sunnies more convenient than swapping. And can change easily from really dark shades in bright glare to orange tint for hazy conditions.

Doesn't need to cost anywhere near $1000. Just choose a pair with slim ear pieces so they fit best under the earpads.

By all means stay away from surgery except for a bad cataract, which will give brilliant results, but you'd still need the tri-focals cause that new lens can't focus.......

JG