Downunder

Western Australia

VALLEY VIEW VINTAGE MILITARY DRIVE & FLY-IN

APRIL 13 & 14

http://www.valleyviewvintage.com.au/index.php

Don't forget the TAX man......

Hello All,

Was there a company that used to advertise in the RAA mag for converting normal headsets to ANR?

I cant remember the company and want to get my DC's done.

Cheers...

What 912 spares/tools should be kept:

1. In the aircraft?

2. In the hangar ?

You may want to find a Foxbat with yokes if you want to go that way........

Here is my basic kit. My aim is to be found quickly and is the foundation of the kit.

I purchased a small tool bag from Bunnings for it all to go in. This has a shoulder strap so if you need to travel (on foot) both hands can be free and is closed by a zip so nothing can fall out. If you are injured, carrying anything in your hands maybe difficult (climbing a hill, etc).

1. PLB

2. Laser Flare

3. E Flare (coming soon)

4. Torch X 2 (Head and hand with spare batts)

5. First aid kit X 2

6. Light sticks

7. Insect repellent

8. Leatherman tool, large (comes with add on tools)

9. Space blanket X 2

10. Water

I always fly with long pants and shoes and make my passengers do the same.

I carry my mobile with charged batt.

Like Dazza and Ultralights were saying, I'm very wary of KPI's. For the company I work for, KPI's have become a total obsession.

In my experience KPI's linked to bonuses breed corruption, document falsification and poor business decision making.

I live this on a daily basis and there is NOTHING MORE IMPORTANT than good KPI's. Profit, productivity and everything else rests below KPI's (at least in a departmental sense)

It needs to be realised that poor KPI"s against an individual may not necessarily mean they have NOT worked hard or made bad decisions.

Jabiru's web designer must be the same one that does the RAA's site....LOL....

Probably wouldn't have put it like that myself but what are the demographics of RAA members...?

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Hmmmm...... http://www.recreationalflying.com/threads/another-through-bolt-gone.54835/

I OWN a 24 reg aircraft.

I am NOT a L2.

I CAN do the maintenance on MY aircraft only.

The aircraft is for my PRIVATE use only. (No training)

.........Downunder.......

Lots of microlights at Bunbury, including a school http://www.southwestmicrolights.com/

About 2 hours south of Perth....

Fly in the mornings or afternoons in summer...........all day in winter.....

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From the web site......

After long testings and discussions Corvus has made a decision to revise engine selection for the Fusion.

In the future the Fusion will be available only with Rotax 912ULS and 912 S engines. Also we will do tests with Rotax iS and Lycoming, Continental engines for our LSA category planes, however this will be only after winter 2012.

Corvus finished cooperation with UL Power officially and we do not offer those engines.

UL Power, the belgian engine manufacturer did not took our goals seriously and provided zero support for the development. The engine's performance and lack of communication and also the faith in UL Power engines sink to a minimum level.

A couple of problems, technical issues, lack of good props, lack of the option for hydraulic constant speed prop makes the UL Power less interesting than any other engine.

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It is pretty much a STOL aircraft. Thick high lift/ high drag wing with full length flaperons.

One notch of flap (out of two) slows it down plenty.

I should say the underside of the wings and elevator/rudder are fabric covered. The rest being Aluminium with a steel tube frame around cockpit.

Best climb and glide are 54 Kts from memory...

When the time comes, and it will, I'll move on to something sleeker and faster.

But at the moment I enjoy an aircraft that moves at the speed of my "flying" capacity. It's not an aircraft that gets "away" from you.......plenty of time to workout what your doing......

Base price is about that of a 230 Jab I think.....but it might be an apples/oranges comparison......like a 4WD Vs sedan....

Being a Rotax, the engine hours should match the airframe hours for quite some time, if you know what I mean...

Priced a Brumby low wing with Lycoming........now that price did freak me out.....

To quote the web site: ............ production running at around 80 aircraft per year. As at early 2012 there are over 650 A22s flying in 70 different countries in the world – including over 90 in Australia.

For an aircraft that has been in production for more than 15 years, there are very few service/safety bulletins.

The Euro/Aussie dollar has never been a fantastic exchange I guess which is a downside...

The injected Rotax is now a factory option...

Hello mAgNeToDrOp. Yes, that's my A/C in the hangar at Bunbury. Must get those doors finished.....LOL.....

Regards,

R J Mitchell

I have a Foxbat....new this year ...done about 30 something hours in it now.

Got the tundra tyres and big tanks.(112L).

I would consider it the perfect first aircraft for a low time pilot like me.(especially with the big tyres) A very forgiving aircraft.

Handles those not so perfect landings with ease.

Tough and strong. Very very easy to fly. If you can't fly a foxbat, you can't fly anything, lol.

Cruise is quite slow....100kts is flogging it hard(with the tundra tyres). I sit on 70 to 80 enjoying the view and not pushing the rotax too hard.

Getting 16 to 18 LPH. Fitting the cold air intake soon, so should be getting better fuel economy/power I think.

Stall at MTOW is around 32Kts.......

60Kts on base, 50Kts on final (1 stage flap) and it lands easy .... and uses bugger all runway.

Really like the yokes and centre throttle (brake lever on throttle handle). I've got long arms and centre stick A/C are not comfortable to me.

320Kg empty and 600 MTOW......leaves a lot of useful carrying capacity.

Plenty of room for a big bloke like me...

I would think it a good training aircraft also due to its very docile handling..and good visability.

The "looks" are what you might call agricultural....Definately not a flashy type.

You might call it a 4WD aircraft....strong and built for a purpose..

Seems to be alot of these in WA....

Regards,

R J Mitchell

From the company web site......they generally do cars and bikes..

I believe it is painted on then baked. I was quoted a "tripple coat" for about $400.00.

Coatings for Inlet manifolds/pistons/oil sumps/cylinder heads/ bearing surfaces/ crankshafts and valve train components are available.

Exhaust manifolds can either be a cast iron, factory-type manifold or a tube steel header typically used in performance applications, though they are becoming very common in OEM applications. There are a variety of reasons for coating an exhaust manifold header.

#1 Corrosion protection. The manifold will live longer as well as look nicer. Whether it is for performance or show, coating an exhaust manifold is valuable to you

#2 Thermal protection.The coating is a thermal barrier, thus keeping heat within the manifold or header. There are a number of benefits for this. First, by keeping heat within the manifold, you’re going to accelerate the exhaust gas velocity which reduces back pressure and reduces fuel contamination due to reversion. This is a performance benefit. Second, you’ll reduce the surface temperature of the manifold. This means if a person comes in contact with it, they are less likely to be burned and leave skin behind. If there is a component close to it, it will not see as much heat as it would with an uncoated manifold. In addition, not as much heat will be radiated under the hood or into the engine compartment. This reduces the underhood temperature which, again, reduces the temperature of surrounding parts, such as, alternators and starters. It also reduces the amount of heat that can be drawn in through the carburetor, which is a secondary performance benefit. There are a variety of coatings that can be used on exhaust manifolds or headers.

The most popular is our Ceramic chrome. This gives a near-chrome finish, tremendous corrosion protection and is an excellent thermal barrier. On the stock side, our Cast Iron is extremely popular, especially with restorers, since it imparts an original, dark cast iron appearance rather than the lighter appearance that is more typical of a bead-blasted finish, which is not truly stock. Both of these coatings have good thermal stability and are good thermal barriers. We recommend on cast iron, due to its porosity, that a base coat of Ceramic chrome be put down first, then bake. For tube steel headers, you can use our Ceramic chrome over a base coat. In most cases a single coating is acceptable.

We also manufacture an insulating base coat for performance applications. This can be applied to the outside of the exhaust manifold or header, cured, lightly sand blasted, cured and polished. This will impart higher temperature capability allowing it on 9 to 1 motors, which typically have an extremely hot exhaust gas. The end result of a coated manifold or header will be better performance, better appearance, reduced corrosion which means long-term improvement in appearance and will reduce component and underhood temperatures.

Has anyone done this?

I'm interested in doing a Rotax 912 headers and muffler.

It should bring the under cowl temps down considerably but as I have temp probes on the headers, I'm not sure what readings I will get? (I would be sanding off the coating where the probes mount)

It is said to give a slight performance gain and can only improve the looks on the rusty stock exhaust.

Regards,

R J Mitchell

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