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About facthunter

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  • Birthday 04/01/1940


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    non pilot
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    New Gisborne
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  1. Trust the experts on this one. Autoland permits you to land in low ceiling and visibility conditions 2 autopilots operating and everything working. The radio altimeter function is essential. It's not a matter for an opinion where FACTS should be all you deal with. Nev
  2. Jab Motors are a bit hard on props. The safest is a two blade of wood. It's got effectively a flywheel at each end and no harmonic balancer anywhere. Nev
  3. Any large volume fuel system with atomised mixture all through it is a potential Hazard. Look what happens when some earlier type LPG systems backfire. Vee blocks split and conrods get shortened/bent. Nev
  4. If your motor is OK for Mogas you still have cut your detonation and vapourisation margins. The Octane figures for Mogas and Avgas have a different base, usiually about 5 points LOWER for Mogas and they give two figures for lean and rich'. Permitted to use doesn't mean equal performance. They are nowhere near equal in quality control either. Aviation fuels have a release note.. Nev
  5. It's on the wane only because of the toxicity of lead and that's fair enough too if the concentration in the area is high enough to be a problem. I agree that avgas is not for the Rotax as it can cause compression loss. I've seen that and it came good after returning to Mogas in both cases..but that is not assured. There's a reason for that .The Rotax 9 series runs too cool on the valve seats for the lead to Lubricate the seats and it instead forms a build up and some of it can detach and poor valve seating results. The makers of aero engines recommend what fuel (and oils) to use and I don't
  6. They have been around for quite a while and appear to make a quality product. Many try to make a Better (Mousetrap) er Engine and few succeed so it's not so easy to do.. Nev
  7. You are really not entitled to ASSUME everyone who uses avgas is ignorant. We are all entitled to make our decisions based on what WE KNOW and DECIDE for ourselves. It might be clear cut for you but IF Mogas was the answer for everyone, the US wouldn't be bothered to try to make lead free aviation fuels would they? Nev
  8. The days of leaded fuel are numbered but there are still issues of a replacement . There's currently articles on Avweb including a two Octane Possibility (94 and 100). Nev
  9. Soldering should only be done with resin cored electrical solder and any tinning of the soldering "iron" (it's actually pure copper) should be followed by a quick dipping of the end in clean water so no killed spirits or active flux gets into the equation.. In a corrosive environment ie Marine or coastal, exposed bunched copper fine strand wires will corrode. Green corrosion, Called "verdigris" happens in old coils Stators and transformers where the "shellac" has died. Also happens near battery terminals where sulphuric acid seeps..
  10. It seems my reply to Bruce has Gone "somewhere". The short answer is yes the Crew are quite high up and well Forward of the wheels so you "adjust" to the "new view" or you won't be popular or happy with yourself. The radio altimeter is used also for about the last 20 feet.but you still do it by judgement essentially like any other. BIG stuff has lots of inertia and it doesn't change what it's doing quite as quickly as a low wing loaded U/L that doesn't come out in 60+ knot winds either. Little planes are far more "twitchy". Nev
  11. Sorry I wasn't able to get an answer to you quicker, Bruce. Landing some of the big stuff is like doing a low flypast but the wheels end up trundling along the ground If you get it right. They often use a radio altimeter but for me it was a confirmation NOT the thing you flew on. Same as you don't chase airspeed. You'll muck it up if you do that. Nev
  12. Same area as the radiator will be too big. The air is impeded when it goes through the radiator matrix and slows down considerably. Even fly screens slow wind a lot.. Thicker and finer are the worst offending radiators. At that point the pressure drop must be considerable to get flow. It takes quite a decent sized belt and fan to pull air through a radiator. Have a look at road graders and they are diesel and more efficient.. The prop would impart a swirl to the air in that region and the openings should take account of that. Nev
  13. I didn't know Ford got involved but GM and BHP certainly did. and perhaps the Australian Gov't. It eventually became Orbital Engine Technologies. I never thought it worth investing in for all the reasons in One tracks post.. You don't have to build an engine to KNOW some aspects of it are noted for having performance shortfalls. STEAM is another that keeps being trotted up every now and again where the Latent heat of water remains an efficiency limiter. Nev
  14. You don't want him to send you up if you are not safe do you?. You are still ALIVE and He keeps his licence that way. Roll distance and ROC (rate of climb) vary a lot with density altitude , grass or soft strip and AUW. AND IF there's anything not "normal"with the engine like one cylinder out or carb heat left on. (or even throttle not fully forward). Nev
  15. Any plane can get a fuel leak. The float problem with Bing Carbs would produce a large fuel usage figure and a fire risk. If your tank cap is not put back on or cross threaded or the seal damaged fuel will vent overboard with some tanks.. I know of a case where the airbox was modified on an 80 Hp 912 and the consumption went from 16 to 23 litres an hour. Good indicators would pick that up quite early but you rarely have them. in our aircraft. You cannot RELY on indication only at the fill stage. Onload from a legal tankers gauges are acceptable. for onload and defuel occasions.. Nev
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