Geoff_H

I am pretty sure that it meets Part 103. However the engine out characteristics are so similar to single engine aircraft that many country's class it as a single. Ot Australia

Do can I fly a CriCri as a RAA? Unfortunately I guess that there maybe other aircraft as well.

The way I understand it the USA experimental rules allowed constructors to do their own maintenance. I believe this was so years ago. Now you have to do a course that CASA seems to need to approve. CASA want to control anything with safety attached, their charter, US set up for administration, the will never allow Part 103, RAA don't want it. Only a polly will get it for us.

.I have been told that the RAA have accepted, from CASA, responsibility for operation that involve expensive operations manuals, and external expert requirements that involve expensive experts, auditors and even more expensive insurance. All to be paid y members, I have not seen a balance sheet but have been led to believe that the organisation has financial issues that keeps them on their toes. Hence my belief that they may not be able to afford members leaving to fly Parr 103?????

If my memory serves me right it was a politician in 2000 that got the USA experimental aircraft law into Australia, essentially word for word. CASA have had fun with it since.

No it is not up to RAA, but which other organisation would do it? I would not think that any person would be listened to by CASA, other than some politician or so.

Part 103 would mean that RAA would loose members and money....Never going to happen, I have it on authority that they are in need of money. SAAA only assist in aircraft construction, with Class 2 basic why go RAA? Actually there are non SAAA people that can approve your build for a one off fee, SAAA need not be involved.

"Rubbish Geoff" Why are you so sure that you are right. I have used the Brain Storming" technique all through my career with great success. Without it we may still be flying in Wright Flyers. I will now bough out of this .

I now regret even suggesting it. Novel ideas ot accepted willingly here. At Umi easily I was taught be excessively creative, find the problems with discussion in a group and then either develop or scrap. Mmmmm.

But the air that goes out the flap maybe aitr that has just passed over the cylinders and heads rather than the cowl still air

Skip, the maximum operating temperature of your actuator is 85deg C. Maybe that's your problem.

If you want simple automatic and probably the lightest solution use an expanding wax (as per water thermostat technology). It is used in the cooling flap of a rear engined air cooled motor vehicle, a Fiat if my memory serves me right. Just an actuator "piston" rod with the appropriate wax inside. Simple.

I just looked at the specs of the actuator that you quoted early in the chat. In my 'guess from experience " the 10% duty cycle indicates a current restriction. The force available seems low, particularly in flight. The dynamics of how the actuator forces the flap could produce a larger force than the quoted figure, try the current test on the ground, then loan flap with hand and see what happens. I am like a pig in mud, I did this style of investigation before I retired, loved the work, these days I just wish that I was not retired.

One way to check is if you have an actuator that is able to be used is to put a multimeter ( or resistive load with voltmeter) i series with the actuator and get a passenger to record the current, or use a recording multimeter. Use this amperage to check against the manufacturer details. Next thing to do is look at the voltage drop owing to current drawn in cabling. Low voltage can burn out a motor. What size cable are you using?

The way I see it if you want something for whatever reason go for it! Skippy my actuator was in part a function of using clevis ends. I prefer rod end bearings, misalignment can cause loads owing to friction, rod ends ensure minimum spurious loads.

An electrical system requires an intricate series of design checks. Does actuator require stalled motor overload, fuses and circuit breakers are to protect the cabling? Is reversing done by the actuator or external reverse polarity, limit switches may just be to reduce stalled load, what if actuator stalled to some overload? What is the actual current taken during operation online under load? I had an actuator, screw type) failure by losing a tooth owing to a loose mounting bolt and stiffer than normal load, impact caused it. Do you know the actual load on the actuator in flight? I know that opening a door beyond ajar at 160kt is beyond my strength.

I could not understand the CASA Part 103 website. I must have a comprehension problem?

You mean no legal flying

I found kit useless during the building phase and resigned.

I would be in it immediately. SAAA expensive and not into flying, and I don't want to pay for belonging, what even would RAA provide me with? Part 103 would be for me, to me it looks like SAAA and RAA are just beauratic organisations, somewhat similar to other government beaurocracies ( spelling?). I have heard a lot about flying without them, as was happening when I was getting into flying in the 70's. In the 80's we have a lot of flying laws that were stupid, many.people ignored these and good laws and the consequences were that we had a higher GA accident rate than America. I think all these beaurocratic organisations may send us in the same direction.

Can someone please tell me exactly where the equivalent of Part 103 is in Australia? All I want to do is go for the occasional fly around the patch. Do an RAA test and fly or a full blown test and navigation sans GPS for my BFR. I am 77 don't want to relearn 40 years ago and will never use.

Most of the theory is a starting point. Practical experience overrides it all. Bernoulli's theorem is a two dimension equation about every balance, great for simple aeronautical thing. Fantastic for pitot calls, usable but not perfect for a 3 dimensional wing. Air flowing in a duct at low velocities is different to high velocities. If you really want to calculate wing lifts moment and drag accurately you need to it like finite element does stress. Every air molecule affects the nearest molecules in a different way and its the collective use forces of all these molecules that let us fly. This site is not a mathematical site, nor an ego site. The 3d lift of air around a body should use the 'del' operator mathematics for calculation, but who cares. After weeks of mathematics something will be assumed incorrectly and the whole calculation is crap. As an engineer for over 40 years it's just about very intelligent assumptions (i have had many wrong ones too). It doesn't matter, we just use our collective experiences and we get there in the end. I believe that this site for us to use our collective experiences, sure there will be lots of errors, and lots of good advice. If we work together we will have a lot of enjoyment. We all contribute something from a different set of previous experiences. Turbo i enjoy your enthusiasm on this site bringing me learning from our collective minds. Good on you.

Were you able to get fuel in Timor? Some years ago I looked at flying to Timor, problem was tht we could not get Avgas there and we did not have an import licence to send a drum there in advance.

John did navigation fixes using single ALF'S across the top of the Atlantic, Canada and Iceland had >100kw ADF transmitters in those days ( maybe still do). John registered the aircraft on the Australian register as VH-NWF.

It is not the first Mooney to fly from Germany to Australia. VH-NWF did it in the 1980's without GPSS. In fact it flew from the USA through Canada and into Great Britain over the Atlantic.