johnm

photos I think there will be 2 photo's attached to this email One shows the broken blade One shows carbbies pulled from engine - by forces when blade broke This is not a reflection or comment about the 'aircraft and hardware' used in this thread - it just shows you what could happen up front

Come on guys, concentrate (some are) 91.5979993 % know about mastic on / in / near / around the exhaust spring and subsequent lack of spring breakage The issue is wear of the spring and tag - until one day ther is nothing left to hang your spring from Or is the answer big mobs of mastic - no harmonics - no wear - is that what you exhaust spring pilots are trying to say ? JM

tecnamman Next time ? you add to the thread please advise the 'maker' for the nickle product - sounds like a good idea This Rotax done 340 hours - air switch Interesting to hear that you say 'the spring eye is worn' - I'm sure mine was only the tag - I'll recheck Interesting to hear that I'm not the only one with this issue - I'm wondering if the grade of steel used in the tag could be something to consider The rest of you 'sprung held together exhaust pilots' might also want to check JM

Help ..................... Anyone replaced the tags that the exhaust springs grap on (8 springs - 16 tags) I'll find out from Rotax the optimum stretch 0f the spring and therefore distance between tags ? I reckon the tags on my Rotax were installed to far apart and the springs have cut a fair portion of the tag - I'd say up to 40 % of tag is cut I'm thinking - remove the whole exhaust - assemble it - mark desired location of tag - weld new tags and put it all back - what traps lie waiting when you do this ? If you have done this - your advice would be appreciated Thanks JM

Personally, I think that tank fuel drains are a good idea and as a result of our visit to the Tecnam factory last week, we will shortly see fuel tank drains as an option on new UL and LSA aircraft. Regards Bruce Stark TECNAM Australia Thanks Bruce You state above that they are optional - in the interim I'll take the 'not installed option' JM

FUEL TANK DRAINS I need more tecnam chatter If you read the AD / AN forum it says fit fuel drains to wing tanks - per revison 1 and 2a - where do you find these bits of paper ? What is entailed, how much bother and time involved ? thanks for any advice JM __________________ john m

Quote: Originally Posted by jacmiles so if you tape up the doors is this the only place the rain can get in? please note the doors is the only place the people can get in - as well

timshel - good idea this insurance info - I have a tecnam insured for 128 k and premium is $ 4300 - insurer seems to be 'Vero' - this is about my 3rd year and has reduced some - I have 600 hours and a $ 1,500 excess the ratio of the 2 premiums are about the same - so I think (I guess) you have a good deal for the hours you say you have flown no doubt all us 'insured' hope our 'insurers' will reduce their premium each year - if we have been good - I suspect for one reason and another and after a while it does not reduce much past a base level ?

summary ? I know that if you keep the black tooth in the middle of the happy face (slip indicator ?) then flight is balanced ...... Even if I lie - the question remains the same - what happens towards the end of fuel supply ? To say you would n't use your 45 minute fuel reserve (or whatever reserve you are comfortable with) is something you can't say. Circumstances may make you want, or have to, keep flying and consume what fuel (or reserve) you have. True, a record of actual flight time helps I am not talking about airmanship or fuel stains on flaps I'll try and find the technical answer and post it (the answer might be that fuel exhastion of both tanks occurs at the same time - towards the end of their volume they evenly empty at the same time )

Irrespective of what the operation manual says ?? - with the 2 fuel cocks in a high wing Tecnam, what happens when the fuel contents get real low ? If you fly for say 2 1/2 hours, fuel consumption will be virtually from one tank - 1/4 full - whereas the other tank can still be say 3/4 full. The fuel gauges also seem to read more fuel used than what is actually used - safety no doubt So what say you had 2 1/8 full tanks (say you had to ...... or wanted to keep flying) - I'd bet the fuel gauges would be reading 'all but zero' - but with 25 litres you could fly for another 1.50 hours Will all the fuel be consumed from both tanks before she 'splutters' - with both fuel cocks on ? Has anyone had some 'real time' experience managing fuel with 'all but zero' fuel gauges ?

ozzie chasing plane in aircraft factory - very funny Me 20 years bacl - kiwi - was in NZ and I did a quick flight before a flight exam test - Cessna 152 (or thereabouts). Flew for about 20 minutes and when landed noticed huge amounts of oil down, along and under the fueslage Up till that point I had not even thought the that oil filler cap would have been loose or not in correct position Into the hanger it was to hide from the visitng testing officer of the 'air' - all cleaned up and then pushed out ready for flight exam test - not a word was said to anyone - which in hindsight was pretty bad (there must have been some oil still on the stick so the decision was ........ get it ready !) Past the flight test as well - I imagine the preflight was better the 2nd time round !

Cost ? Guessing ........................ 1.3 Sportastars 2.2 Jabirus 3.7 new Commodores 16.5 x 2001 Ford AU's ............... Plus wing struts

? Looks like a Tecnam Bravo - P2004 - with remodelled windows and a main wing strut I guess the smaller Cessnas have wing struts so Tecnam might as well have 'em too I wonder what the diffrences and design philosphy are between the Bravo and this new model ?

Bums on seats True - seats and bums should be equal - as always there are variations Look at overloaded untes in the outback - rolling over. Go to Vanuatu and see where people hang off utes I can remember my Dad saying - in a De Hav Beaver - he flew it - him (the pilot) - the loader driver - a young me in the back behind the hopper - and 3 of my friends - I think thats 6 - theirs only 2 seats in a Beaver - plus the last load of superphophate for the day - completed the last spread and then went home Its all a learning experience to stay on the right side of the regulation JM

That would be an interesting survey and good info, and, for the benefit of all - even the insurance companies might think this, I suspect - might be good for competition - after all, all aircraft owners have this information ......... Tabulation of: Hours P in C - total hours - aircraft type - sum insured - insurance co - premium per year, etc, etc Wouldn't know how to set the survey up though ....... ??? JM

paul Tony - gympie aircraft maintenance - ph - 07 5483 5170 - queensland ! - has the technology Gympie to far ? - Tony will probably know of closer JM

Thanks aviators I think the early concensus is - costs some money - not much extra top end speed (if any ?) - better take off and climb - smoother ride - more drag when you want it - lower cruise revs so less gas I do 2 x 300 nm trips in a Bravo (Roatx 912) every month - for the past 20 months - and have found that 5200 rpm seems the best setting. The 300 mile trip from go to wo is usually 3 hours - so I'm happy about how I get there and always enjoy whats happeing outside the window I'll sit back and watch the subject 'props' develop - and maybe make a change when the ball stops rolling - if it ever does The best thing about these forums is that the 'user' can comment - and can be heard by lot's of others (users and potential users) JM

hey HPD I'm thinking high wing Tecnam Bravo - say 100 to 115 knots This thread could even apply to a Jabiru - about the same cruise and power I'd like to hear from someone who's got one of those variable 'wood comp' (or similar) props - what does it do for climb or cruise ?? Are they much chop (no pun intended) JM

This is the thread I want Some say a vaiable pitch on a Rotax 912 is ineffective (take off or top speed) If you go fo a long fly - you just can't help thinking that if the blades were tweaked - something good might come of it ? Anyone out there that wants to share their experiences What efficencies can be gained - if any ??

I am not well versed at mechanics but i see a wealth of experience out there so here goes ...... the 912 i have up front - tecnam bravo - has now been adjusted to idle at about 2000 rpm - on the ground - departure is not a problem - arrival takes a bit more thought. before adjustment (i'd be guessing if i said old idle was about 1400 rpm) arrival was only a matter of closing the throttle and with use of flap - down she'd come - i'd have to admit there were some interesting noises from up front at 1400 rpm (reduction gear ?) lets not degenerate this conversation into lift and drag - i'm interested in engine life the theory behind 2000 rpm idle is no more interesting noises up front - which i think's good so the question is - if you have a 912 with reduction gear (i guess they all do ?) what does it idle at and what about interesting noises up front ?

strobe lights gone ? - been there done that Box of tricks generally behind rear vertical vinyl bulkhead behind seats New box of tricks can cost about $ 650 Or alternatively - in this instance - tricks within box - theres probably a few - found dead capacitor - cost $ 40 plus labour