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About Me

  1. Dear friends, My engine, a Rotax 912 ULS, has started running roughly on each mag. Aircraft; UFM-13 'Lambada'. Year of Construction; 2006. Total hours; 530. Previously it would always drop approx 150-180 RPM on each mag. Now, however, it's dropping over 500 RPM on each mag and running roughly with considerable shaking and roughness. It runs normally on both mags. PLEASE SEE VIDEO, ATTACHED Spark plugs seem unlikely as they only have 29 hours on them since being gapped and fitted last year. I changed the fuel to fresh, quality fuel and that didn't' change anything. There's a lot of gents on here posting about the CDI modules giving trouble. It's €400 to overhaul each one at Carmo, Netherlands if I have read correctly. If anyone might be able to offer some advice which might see me resolve this less expensively I'd be very happy to hear from you Kind regards, John. PS: Is there any risk of the spark plugs failing to spark when I'm flying? I have been advised that the design of the ignition system offers the same level of redundancy of a classic magneto (whereby the spark will still be supplied to the plugs regardless of any ignition and/or battery problem) and therefore my CDI problem is only a startup problem -is this in fact the case? VID-20190726-WA0014.mp4
  2. Would appreciate some advice re the following: At around 200 hrs the fuel pressure in my Sav started a rapid pressure pulsation. Floods suggested it may be to do with the location of the vent tube from the pump and suggested some fixes, none of which worked. In desperation a new pump was fitted (supplied at no cost to me) and the issue was solved. However 50 hrs later the problem has re-emerged. Floods are at a loss to suggest a cause. Logic would indicate that it is not to do with the installation given the outlined course of events. Does anyone have any thoughts as to what is going on? Bob.
  3. We are seeking pilots to volunteer for a study examining how meteorological information displays affect pilot weather decision-making. Licensed pilots and currently enrolled student pilots who are at least 18 years of age and live in the US are eligible to participate. As you know, adverse weather conditions in aviation can lead to delays, deviations, and even accidents. As a result, the Georgia Institute of Technology is conducting a study on how different weather display technology influences pilot decision-making. As a participant in this study, you will be asked to complete an online demographics questionnaire regarding your flight experience, ratings, and other items. Following the demographic questionnaire, the participant pilots will be asked to evaluate various weather scenarios. The study will take no more than 2-hours to complete. We hope that you will consider participating and assisting us in learning more about weather display technology. Participation will assist us in learning more about weather display technologies with the goal of improving aviation safety. The supported internet browsers are Chrome 4.0 or higher, and Firefox 4.0 or higher. In addition, JavaScript must be enabled. We recommend using a laptop or a desktop. If you work at a secure government facility, you may need to use a personal device due to security constraints. If you would like to participate in this study, please go to the web address (URL) shown below: https://psychgatech.co1.qualtrics.com/jfe/form/SV_5aTN0u7O2uJf7r7 For more information about this study, or to volunteer for this study, please contact: Sweta Parmar, Ph.D. Student, School of Psychology, Georgia Institute of Technology, (404) 385-3761, [email protected] Dr. Rick Thomas, Associate Professor, School of Psychology, Georgia Institute of Technology, (404) 385-3761, [email protected]
  4. Hello all. I have a question about Isa deviation and I can not work it out. the details are 12000 feet and 0c. 15-24 gives an Isa temp of -9 but the deviation is 9. the problem I have is I would have thought this is -9 and don’t understand why it is a positive not a negative. if anybody can show me what I am doing wrong would be great.
  5. Hi all, Can anyone tell me how far apart the spring lugs should be when the muffler pipes are in position? Or failing that, how much should the springs be stretched? I'm taking the stainless steel lugs up to the welder tomorrow, but it'll probably be a while before he gets around to it anyway. Thanks! Marty
  6. I am researching to create a profile of the Texan for the Showcase. There are a lot of photos listed Texan Top Class on the web, and airport data lists a lot of Texan Top Class, but the FS website doesn't mention it and it is not listed in the variants on Wikipedia. However the Texan EVO is on the FS website and wiki but not elsewhere. Is Top Class an alternative name for the EVO? There are fixed gear and retractable versions of the EVO. Also, is the glass panel available on the Club, or just the analogue panel? I hope you can answer these questions for me so I can prepare the profile.
  7. Hi All, I'm just updating my logbook online and adding all my flying history. While doing this I looked to see if I can find photo's of all the aircraft I have flown. I have found for all of them except two and was wondering if anyone here might have them for me. Both were Arena Aviation tomahawks being flown out of Archerfield in the late 90s. BVJ, and FLA. Many thanks, J
  8. A couple of years ago I was given a large supply of aircraft colour slides, unlabelled, which included the four below. I have disregarded these until now, but feel they could be included in the aircraft showcase. What I need to know, if you can help, is the make and model of these gliders - I know nothing about gliders. I am guessing the first two photos are the same machine.
  9. Hi All Recreational Flying (.com) provides an important service to all aviators and as the site is growing we need a couple of staff to help manage a site feature for everyone. Currently we are looking for 2 volunteers who who would love to help in: 1. Quiz Master - a person that would enjoy creating aviation related quizzes in the new Quiz section. You could create any number of quizzes that you may like for example on BAK, aviation history, emergency reactions, human factors, aircraft histories etc etc etc 2. Event Manager - a person who would like to keep the Event Calendar updated by entering different aviation events from sources on the internet (I can provide one) and any posts in the forums that mention an event. All those that help the site for everyone else are made First Class Members and have access to a private helpers forum plus they any special pricing from the Clear Prop shop and don't forget the extreme enjoyment one gets by helping all their fellow aviators Please let me know if you could spare a little time to help out...it would be greatly appreciated
  10. Hi all, Looking at getting some rod ends to make some pushrods - control stick to elevator bellcrank, torque tube to flaperon bellcranks, rudder pedals to noseleg, etc. Looks like rod ends come in male and female with male seeming more prevalent. From what I can make out from the 701 plans, the flaperon rods are shown to be solid steel rod with the ends threaded and female rod ends. What's the common practice? It occurs to me that male rod ends going into a nut that's welded to chrome moly tube would be a lighter solution. Is that an acceptable compromise? How about safety? Are the rod ends usually held with Loctite or is it better to drill through nut and shaft and wire or split pin? All advice gratefully received. Cheers, Marty
  11. Thinking of a trip up north, probably as far as Cairns, with my brother who’s visiting from the US. What is it like during the November period for flying in the top end?
  12. Had a yellow stain appearing from around the left side of the cowl , looks like it was coming out of the exhaust where it fits into the head , could it be that the pipe wasn’t seated properly and maybe allowing unburnt fuel to leak out hence the yellow colour, I’ve had a go at reseating the compression ring but haven’t flown yet , has anyone come across this. Greg
  13. Looking to buy a set of Rotax 912 Intake Manifolds to install a larger crossover tubes, a la https://www.flygas.info/2017/06/18/311/ Anyone got any spares? Cheers Murray
  14. Hello all. Perhaps someone can figure this out for me. Yesterday as I was warming up my engine prior to departing for Austfly at Narromine, I noticed a big oil smear being blown over my floor windows by the prop blast. After shutting down and removing the cowls, it was obvious that lots of oil had suddenly leaked out in the vicinity of the oil filter. It had been blown all over the lower half of the engine, over-filled my belly cowl and was pouring onto the tarmac. It took about 200ml to bring the dipstick reading back to where it was before startup. After a thorough cleanup, I restarted the engine for a few seconds, then stopped to inspect for oil leaks. None. Running the engine for progressively longer periods still resulted in not a drop of oil appearing. Mystifying. The only change I had made to the engine was to cut a 90degree T junction into the oil cooler hose, so I could fit a large workshop oil pressure guage. The engine ran happily with this for nearly half an hour of taxiing around (that instrument agreed with my panel gauge, so I'm happy about that). After that test I replaced the big gauge with a small low oil pressure switch, rated at 180kPa. I wired it to earth out a bright LED on my panel, to give me instant warning of a pressure drop, such as due to a ruptured hose. I cannot find any evidence of oil leaking around any of the new connections. Aside from the mystery oil leak, the new sender seems to be back to front: the plurry warning light only comes on when the engine is running! Any thought gratefully received.
  15. Hi just chasing some info about a 12 volt voltage regulator issue for a mate. Its not an aircraft engine application but any answers may be helpful for aviation engines in the future. I was asked to have a look at a 12 regulator charge issue on a sail boat's inboard 'BUKH' engine. What is happening is when he places the positive terminal spade to the regular it sparks. He has no isolation switch in the circuit so the positive is live. Would the regulator have a fault / short internally or should the positive feed be made open (disconnect positive from the battery or fit an isolation switch) when the positive feed is connected to the regulator. Thanks in advance. Mike
  16. Hi, I want to know that for Rotax engine service bullition SB-914-039 that required clarification that who can give authorization for increased of TBO from 12 years to 15 years?
  17. Hello all, I have recently changed my oil cooler in new (150hours) rotax 912ULS as the temps were slightly high. Oil temps are now good but the CHT’s are higher than before (expected) due to positioning. my engine has the newer CHT limit of 120° my question is are these temps ok. Or should I be concerned and try to lower them? (°C) OAT CHT. OIL 17° 94° 88° (Cruise) 22° 100° 90° (high speed cruise) 20° 110° 105° (extended climb) my CHT temps used to be 70-90°
  18. I am so hoping to fly to Edinburgh in October.. I have my flights with Emirates in credit.. However I am told I have to have a special permit .my reason being mum will be 100 in Nov.. I know I have to isolate when I arrive. But how does this work? Anyone?
  19. I'm looking for help to clarify the position for LSA build and registration in Australia. Currently looking at beginning a build of a SPA Panther LSA. It's a single seat aluminium kit build from Florida USA, that meets the US LSA rules (according to the website). As I see it my options are to build under the SAAA or the RAA. If I go with SAAA I can register the Panther as a VH amateur built experimental? Is that correct? If I go with RAA, it would be registered 55-xxxx. Correct? So what are the advantages and disadvantages of each direction. I got my GFPT years ago and haven't flown since the nineties. I would prefer to go the route of a recreational licence, but would see no great problems either way. But I would like to keep the cost of flying down. Thanks in advance. Rob
  20. Hi, I'm after a starter pulley for a Flightstar Pioneer '84 ultralight aircraft, it has the Kawasaki 440 2a engine. Does anyone know where I would be able to source a new pulley or at least point me in the right direction? The starter works as far as I understand, just the pulley mechanism is broken. Asking for a friend. Thanks
  21. Hi all, I'm about to install rudder & elevator cables. Firstly, turnbuckles. Is it acceptable to use marine-style stainless steel turnbuckles? Looking at various pictures of 701 builds, they look like brass fittings (obviously supplied in the hardware kits). Secondly - cable shackles (see pic below) These handy little things seem ideal for the control surfaces and elevator bellcrank (so 6 required). Trouble is they seem to cost an arm and a leg. Aircraft Spruce in US sell them for $10.85 each, I logged on to an Australian supplier (AAE) who have them as something like $38 each. So it looks like an Aircraft Spruce order (when the dollar gets higher perhaps...) unless anyone knows of a supplier here or has some spares they'd like to sell?? Thirdly - safety wire. Is this a special grade or will any 0.032" S/S wire do the trick? Thanks! Cheers, Marty
  22. Im looking for a microlight pilot to train me up i was just wondering if anybody knows of any in melbourne can contact me on 0411 095 735 or have any numbers i can call! Thanks guys
  23. following the rejection of my original privacy complaint against RAA by the OAIC, with help from members of this forum, my appeal has been successful, & my complaint recognized. It will now go the the final resolution [in approx 7 - 9 months] Meanwhile RAA has been requested to negotiate with me for a settlement. This is where I'd appreciate some feed back from all members affected by this. I would like: a/ an apology from the RAA board, esp Mr Monk, with some assurance that future policy decisions by the board be more transparent, with input from the members. b/ the privacy breach be closed immediately & not re-opened without members consent. [ yes maybe I am in dreamland but one can only work toward a positive result. However this does leave an important issue, due to, RAA's abysmal results of negotiations with AAA, - that of landing fees. If a landing fee is clearly charged, & you land at that field, you are obliged to pay it, I don't think there is any argument there. Whilst there is valid controversy, on councils charging for use of public airfields, and the insidious use of Avdata, a third party cashing in on those fee's. this is a secondary argument, lets not muddy the waters with that just yet. I really need some input & constructive ideas, for an alternate solution, to this issue. One member has suggested, to have RAA pass on the invoices, as in past years, it became to cumbersome and expensive then, but with the digital age & RAA having upgraded it's systems somewhat, this may now be feasible. While constructive suggestions are welcome from anybody, this thread is primarily for affected RAA members. So please don't clog this forum with old rehashed arguments about RAA flyers paying landing fees, CONSTRUCTIVE is the primary goal here. This issue has to be solved. I think another thread perhaps, or latter in this one we could concentrate on passive ways of rewarding councils without charges, followed by councils with reasonable charges, & penalizing councils with high charges, or avdata. we spend a substantial amount of money in towns, when touring, directing where it goes could be a worthwhile start. But that is for later, lets concentrate on the urgent issue at hand. Thanks you, Circuitsun.
  24. I'm finding it almost impossible to find through a google search suppliers of Stits Poly Fiber in Australia, let alone Brisbane. I also cant find any pricing on Aircraft and Spruce catalogues. Does anyone know where I can purchase it and how much it is. I'm also unable to find suppliers of Scotchweld 2216 b/a epoxy resin glue in quart kits. Any help would be much appreciated.
  25. We are seeking pilots to volunteer for a study examining how meteorological information displays affect pilot weather decision-making. Licensed pilots and currently enrolled student pilots who are at least 18 years of age and live in the US are eligible to participate. As you know, adverse weather conditions in aviation can lead to delays, deviations, and even accidents. As a result, the Georgia Institute of Technology is conducting a study on how different weather display technology influences pilot decision-making. As a participant in this study, you will be asked to complete an online demographics questionnaire regarding your flight experience, ratings, and other items. Following the demographic questionnaire, the participant pilots will be asked to evaluate various weather scenarios. The study will take no more than 2-hours to complete. We hope that you will consider participating and assisting us in learning more about weather display technology. Participation will assist us in learning more about weather display technologies with the goal of improving aviation safety. The supported internet browsers are Chrome 4.0 or higher, and Firefox 4.0 or higher. In addition, JavaScript must be enabled. We recommend using a laptop or a desktop. If you work at a secure government facility, you may need to use a personal device due to security constraints. If you would like to participate in this study, please go to the web address (URL) shown below: https://psychgatech.co1.qualtrics.com/jfe/form/SV_5aTN0u7O2uJf7r7 For more information about this study, or to volunteer for this study, please contact: Sweta Parmar, Ph.D. Student, School of Psychology, Georgia Institute of Technology, (404) 385-3761, [email protected] Dr. Rick Thomas, Associate Professor, School of Psychology, Georgia Institute of Technology, (404) 385-3761, [email protected]
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