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About saccani

  • Rank
    Well-known member


  • Aircraft
    Varieze 19-7264
  • Location
    Perth and Narrogin
  • Country
  1. The metal jacket is an extra cost, optional feature. Being Australia, they import what they want to sell, not what we want to buy. The great irritation is that we are forced to pay extra for a “feature” we don’t want and really should be removing for aircraft use. For those employing a LAME on their experimental or LSA, the removal comes at extra cost....
  2. In late 1990 early 1991, as I recall it, 0730/1930 local was the peak time to get a NAVSTAR fix in Arabia, with the visible constellation reducing either side of those times. I think there were at least six hours a day with nothing in sight, longer where you would have trouble getting a solution. If you are serious about that flight and having a back up, I'm working on validating the performance of an Italian integrated INS/GNSS solution based on Spanish UAV sensors intended for GNSS denied areas. If it works as advertised it should give you everything you need. www.aircraftspruce.com/ca
  3. !? That’s about the person doing the welding. I’m talking about the process control for manufacturing a particular structure using novel methods and design.
  4. Nitrogen is an inert gas, inert gases need not be elemental and are often compound. You seem to be thinking of noble gases, which are highly unreactive and monatomic under normal conditions. All noble gases also form compounds, such as Argon Flourohydride, but under unusual conditions. Noble gases are a subset of inert gases.
  5. Provided that you design the aircraft in light of the (presently unknown) properties of the materials you are using you could use the methods that you propose. The reason that that might be impractical is that this might require an increase in weight, may be more difficult to fabricate in practice and will have increased design and technical risks - no one else is doing it, so you get to be the one that finds out what goes wrong with the process. This is often painful. There does not appear to be useful engineering data on your proposed material, so you would have to test it yourself in ord
  6. The calendar life specified in part 5 of the Rotax AMM gives 10, 12 or 15 years in the 912 series dependant on ESN, certification and model, with a 6 month extension permitted in all cases. The mandatory part of the AMM (in the certified environment) is the Airworthiness limitations section. If you read this, it states that there are no limitations, but it does give a note about the lifed components, TBO, calendar life etc... required in part 5. A note is not a limitation. Therefore running on condition is not prohibited by the AMM in the certified environment. LSA rules are differ
  7. Could you perhaps narrow the scope of what it is that contradicts your info? It would make it easier for me to tell you the source. regards, Paul
  8. For what it is worth; The issue is LSA aircraft with ASTM engines. The airworthiness requirements are that the manufacturers maintenance instructions are followed - there is *almost* no scope for "on condition" extensions in this regime if not permitted by the relevant maintenance manuals or explicit manufacturer authorisation. I would argue that with the mechanically identical certified forms of the engine (912A and 912F), there is a reasonable legal basis to run them on condition. But the certification basis for the ASTM version of the engine (912UL) does not allow 'on condition' oper
  9. Well, you're working in that field, I'll take your word for it. I would have thought it would be fairly straight forward (but not trivial), other than in the redundancy of the high pressure side. All the variable valve timing and so on, you would fix in place, I can't see how something like SDS would have an issue with control. As an aside, I see that Viking are selling their old redrive, for the L15A7 for US$3,000. I'm *really* looking forward to hearing about your project. ;) Regards, Paul
  10. With regard to serial 1, they are available from wreckers, and of course, it is easier to get low time L15B than the L15A7. With serial 2, I'm not sure what you have in mind with regard to the aftermarket. The 130 is the only engine being sold by Eggenfelner, the 110 was discontinued. Of course, "addito salis grano" with any recipe containing Eggenfelner as an ingredient is well advised. But it seems a legitimate enough power/torque claim, and within the stated design parameters of the reduction drive. However, as in the past, any reliability data gathered from the in service engines
  11. I can't confirm that. It's worth noting that this wasn't the case with the earlier Viking 100, which had less peak power than the standard Honda engine.
  12. You're probably thinking of the earlier L15A series engines. This one is the L15B with direct injection from the later part of the 3rd generation fit/jazz, which makes 130 HP out of the box. The torque/power curves on the Viking site match that engine. That is the current engine used in the North American version.
  13. As I recall it, he already implied that with the Viking 110 Vs Rotax 912s weight comparison.
  14. 912 iS is for the fuel injected version of the 912S. The Viking 130 is not the earlier, abandoned L15A7 engine core with turbocharging of the same name. This one is using the direct injection version of the L15, the L15B i-VTEC. AFAIK, it's the Earth Dream version. That means that it is Atkinson cycle, not Otto Cycle. Whether or not it operates on Atkinson cycle after Jan's ministrations, I don't know. But I would presume that he would set it up with fixed valve timing for otto cycle. As always, the Rotax values are for the end of the 2,000 hour TBO and can be relied on, th
  15. <smile> That's some enthusiasm. I didn't find them that hard. You should see the wing attach fittings of an F1 mirage to see welding as an art form. ;) Cheers, Paul
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