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About

Found 15 results

  1. hi. I have a problem. because Cavalon has not enough power. when i check during the take off time. that time Engine RPM 5500 and Manifold pressure was 30 . it must RPM 5800 Manifold pressure 35. my mind is manifold is so dirtied or turbocharger is working half. i cleaned turbocharger and carburetor . pls help me how am i fix it
  2. Saw this on another forum; A-22 landing and taking off on a ship.
  3. So wanting get back into flying i have started with Matt's flying in mackay. And never having flown this type and i was a bit reluctant left handed and all that but the up side frees up my writing hand. but that was soon forgotten when we started. I will say its different then what i am used to but a lot of fun.
  4. hi. I have a problem. because Cavalon has not enough power. when i check during the take off time. that time Engine RPM 5500 and Manifold pressure was 30 . it must be Engine RPM 5600, Manifold pressure 35. my mind is manifold is so dirtied or turbocharger is working half. i cleaned turbocharger and carburetor . pls help me how am i fix it
  5. Hi all, Has anyone fitted the Rotax 912 water radiator longitudinally on an angle under the front of the motor - like the picture attached? Just wondering what size those rubber mounts are. I see Mackay Rubber have them in various sizes. I know that the threads are M6, guessing the radiators are threaded M6. Any idea of the diameter and height of the rubbers, and the spacing of the mounting points on the radiator? Thanks! Cheers, Marty
  6. My aircraft uses a composite fuel tank. I burn 95/98 RON very very rarely AvGas At the top of the tank there is a circular metal plate that houses/contains the fuel gauge sender mechanism, and the three fuel pipes (Main, Aux & Return). The plate is secured by many screws. I assume (never dismantled it) that it is a "sandwich" type securing sealing system, utilizing a gasket and/or sealing compound. Recently I have noticed that this structure has developed a small fuell weep, with a brown sticky stuff oozing from the area that is weeping. I would like to effect a good repair. All suggestions welcome, with particular advise regarding suitable fuel resistant sealing compounds.
  7. Hi Everyone, I would like to share my experience flying a constant speed propeller Cessna 177RG: For the complex endorsement, I have started with a 1975 Cessna Cardinal 177RG (C177RG), apart from being considered a complex airplane, it also has additional horsepower and some extra weight. I am writing the following as the highlights from fight instructor classes I have undertaken, and especially a lot of pattern circuit work (touch & goes) to perfect landing the Cardinal, including many crosswind landings. Constant-speed pitch propeller (aka. variable pitch propeller) The first thing you notice is that the there are three knobs, usually : throttle (black lever), propeller (blue knob) or mixture (red knob), the blue knob is sometime is black, but positioned in the centre between the throttle lever and mixture knobs. Both the propeller and mixture knobs are turning knobs for precision. Note: Throttle (black lever) - for manifold pressure (MP) Propeller (blue knob) - for RPM Mixture (red knob) - for fuel mixture For take off the throttle and propeller knobs should be in the full forward position, and the mixture should also be in full forward position or set for best power (consult POH). During taxi, use the throttle lever (black) as in a fixed pitch propeller plane, and keep the propeller and mixture knobs in the full forward position. This is also the recommended configuration for takeoff, approach and landing. During flight (cruise), RPM and MP should be set as required, and any major changes for climbing or descending should be handled as follows: Increase power (climbing): First, the propeller knob to raise the RPM Second, the throttle lever to raise the MP Reduce power (descending): First, the throttle lever to decrease the MP Second, the propeller knob to decrease the RPM Note: I would recommend not touching the throttle (black lever knob), propeller (blue knob) or mixture (red knob) until you are at safe altitude after takeoff. Starting the Engine When starting the engine, I have not yet experienced any issues with a cold engine start. First, I prime the engine with the fuel pump. I begin with the master on and throttle in 1/4 inch (1/2 if flooded), propeller set to high RPM (pushed inward), fuel pump on and mixture full rich. The fuel flow gauge should show up to 4 - 6 gallons per hour (GPH) in roughly 6 seconds. Fuel pump off and cut-off the mixture. The engine is now primed, the above should be omitted if the engine is warm. Turn the key in the starter to crank the engine, and as soon as the engine fires, slowly move the mixture to full rich and adjust the throttle to 1000 RPM, and check oil pressure in green within 30 seconds. TIP: Don’t crank the engine for more than 10 seconds, as the starter heats up and needs to rest before trying again. Each time the engine is cranked; the engine requires more fuel, and the engine may need to be primed again using the fuel pump, always confirming their is sufficient pressure on the fuel flow gauge. Circuit & Landing Every plane is different, and there is no exception with the Cardinal, the landings are handled differently to its little brother the Cessna 172. The circuit speed also needs to be considered, as the extra horsepower really gets you moving on the downwind leg. I find it important to start controlling the speed as soon as you turn into downwind (after climbing), moving the throttle (black) lever back until the manifold pressure (MP) reads 21 and slowly rotating the propeller (blue) knob back to 2,300 revolutions per minute (RPM), aiming at 115 MPH, and trimming to 95 MPH at about halfway along the downwind leg seems to work fine for me. Once in beam with the runway numbers, I start to prepare and configure the plane for landing. First, landing light on, put in 10 degrees of flaps, and move the engine controls to full rich and full RPM. I continue by lowering the landing gear at no higher than 95 MPH. With the confirmation of the green landing gear light I know I am right to go. As the speed stabilizes, I start to turn and descend on base and trim to 80 MPH. On turning on final, I double-check the landing configuration, the landing light, landing gear, flaps, full rich, and full RPM (and landing gear again). Landing On landing I find the Cardinal fun, as it is different to both the Piper Warrior and Cessna 172, apart from the retractable landing gear, it is more sensitive on the controls (I assume because of the its huge stabilator). Once on final, I aim at 80 MPH, and basically glide the Cardinal to the runway, maintaining the correct height from the ground, I may need to throttle a little on a windy day, and never allow the speed to get below 80 MPH. Once over the runway, I hold its position and allow the plane to settle on the runway, if I balloon during the flare I never push forward on the controls, I just hold it and allow the plane to land. If needed I give a little back pressure on the controls. In case of ballooning too high, and the rate of decent continues to be high, I throttle a little to cushion the landing.Once on the runway, avoid being aggressive on the brakes, avoid them and allow the Cardinal to slow down before using the brakes. That’s it. TIP: The doors on the Cardinal are huge, so it is important to keep this in mind on windy days. Be very careful opening the doors as they do not have struts to limit their forward opening motion, and the force generated by wind can certainly damage the door hinges. It is important to avoid any unnecessary repairs. https://www.funflyingwithfrank.com/post/my-cessna-177-rg-cardinal-experience Cheers,
  8. To kick off as quizmaster, I'm starting with something easy, or so it would seem... Without going into long explanations, aerodynamics, or anything fancy, post answers below in one sentence. The shortest correct answer wins. The more you know about flying, the harder it is to describe it simply, at least until you know everything. Then it's easy.
  9. I have an early 503 on my thruster but as yet, have not connected the tacho. Why, because there is no grey wire coming out of the engine. All diagrams say this wire is for the tacho. My question therefore is, how else can I get the correct impulses to operate said tacho?
  10. Hiya I know this has been cover extensively but i was hoping someone might be able to point me in the right direction. i had a runway incursion a couple of years ago in my 230 which damaged the couling,nose wheel and undercarriage of the aircraft. I got it all fixed and put back together but now i have major differences in 2 of my CHT's. 1 to 4 all sit in the range of about high 120's C to mid 140'sC but 5 and 6 remain at around 90C. Prior to the accident they were all within 15C of each other so i think something has changed because of the accident. there is a skirt fitted to the bottom of the couling which has been bent a little which may be causing this difference. THe fact that it is only the back 2 cylinders that have changed makes me think it is a common issue to both cylinders and not a change within the air cooling ducts. Does anyone have any ideas where to start. Thanks Paul
  11. Looking forward to my first flight in this Sunday any tips would be great. Paul.
  12. shafs64

    T85 manual

    Hi does anyone have any info on were you can get a manual for a T85 or any single or two seat.
  13. Hi please see video of the Zenith Cruzer VG installation and review also some small mods
  14. Can I change an aircraft that is VH rego to raaus rego. The mauw is 680 kg. Is there way around this? And when the new weights for raaus come in, will that help?
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