Mike Gearon

And… my Lincoln NE dentist is building a hybrid S21. I knew he was building a Rans. Turns out he will be fabric fuselage hybdid with S21 wings. No doubt I’ll find out more next week while getting 2 crowns.

Update. Inspection in next few days and this is second wing. I was a bit ahead…Looks good to me! USA counting down to return. IFR is satisfying and achievable at 26 hours Tuesday followed by Wednesday’s good on approaches and radio terrible. Well… called clearance and released mike and heard instructions without my tail number. It was another aircrafts tail. I read back their clearance… Lesson. Take at least one second and think about it. Radio anxiety persists overlaid with scans while climbing/ descending and chasing OBS with foggles. I think in some ways it’s going to be easier when we actually plan a flight and I know what’s coming. I get we are building skills, it’s just never ending changes for now. CASA confirmed I can’t convert IFR, SES and night VFR (USA is 3 hours. CASA is 5 night VFR hours… I have to get 2 more in) in this application (now underway back in Australia FAA to CASA) A separate new application later. Takes pressure off completing IFR. I’ll still give it a shot. maybe. July 4th South Dakota was annoyed by my niece working out while I was trying to study IFR. Big breakthrough this week on shipping and ever changing aircraft decisions…. The Sinus motor glider in Moriarty New Mexico is coming to Australia with its 50ft wings. Robert has loading facilities and even packing stuff from when he’s imported Pipistrel’s to USA. Rans finishing kit will go to Moriarty. I’m selling the Quicksilver through Quicksilver USA and buying a new kit QS 2S that’ll ship to Moriarty. Puddle jumper floats will ship to Moriarty. Aerosport carbon parts to Moriarty. ULPower USA new engine cowling and UL520 motor mount with tricycle option will ship to Moriarty. Robert will consolidate and pack while I’m back in Australia . They even have a forklift and loading dock. The 75ft by 36ft hangar will have a tail wheel motor glider, amphibious quicksilver (Hirth 60hp air cooled coming from Europe separate) and the S21. Virus SW121 will be sold early next year. 220k if anyone wants a beautiful aircraft! That 135kn economical cruise is very attractive along with the inbuilt safety factors of 17:1 glide and BRS.

Reading all this I have the urge to create a lower cowling that has a large surface of stainless steel. Double skinned. Run your water pipes through it. Give it some fins. Added drag. Bugger all. Now, as with exercise I just need to wait until the urge subsides. I’ve made a promise not to invent in aviation. Just fly by the rules and follow advice.

Here is a Rans S21 for sale in USA. A couple of interesting things. It has 195hp and 140kn cruise. Be very interesting to see what the 220hp pushes that airframe along at. I know it’s draggy and the HP is giving us the cruise. Titan 180hp 135kn cruise. This Lyc 195hp. 140kn cruise. Probably 145kn cruise as long as Nic pays the fuel tab. I flew with Randy and he pulled back to some 115-120kn cruise to show fuel consumption similar to a Rotax. Also, the price. That S21 in advert below is pushing 270k AUD on current exchange rate. We have as 5th share importers (container split cost) some 70k in each aircraft as supplied by Rans. Well, we have tricycle kit now so say 75k. Engine. The 220hp ULPower will be landed at approx 80k. Note, the turbo bumps the price quite a bit. Avionics. Dynon or Garmin with dual 10” touch, GPS and autopilot some 50k plus or minus. CSU Prop. Some 15k Approx 220k. Plus other misc stuff. All prices AUD. Note.. I’ve been exchanging AUD/USD for some 30 years as importer/ exporter. I’d hang off if you can afford to wait on an exchange improvement. Currently any USD I have are going into AUD. I’ve learned not to give money advice. However, exchange rate has fair certainty but don’t bet that farm. It’s all in that chart below. Pretty obvious. I purchased a house in USA in 2011 at parity. I think that’s when our idiot government started closing the car industry. Sold last year and will flip those USD to AUD about now. Some 50% gain minus 15k a year in USA property tax. Lincoln NE some of the highest taxes in USA!

Ha! I think this was left open for inspection and he’s moved forward since. Well, that’s what he tells me. 🤔

Wings complete. Nic is working on fuselage. I think I’ll be coming back to a complete aircraft. Means we can get working the second one as well as starting on the finishing. I know when you lock a house up you’re only at the half way point. Aircraft… I’m guessing you are not half way! Rans just put this pic up of one of their factory built. A cool colour scheme in Corvette red. The tricycle looks better than tail wheel imo. I’m leaning tricycle. Avionics. I was temporarily excited by GRT. They are definitely up and comers minus maps problems outside USA. It’s Dynon or Garmin. I lean Garmin and no doubt influenced by IFR training. At 25 hours that’s making more sense and I absolutely get you end up a better pilot. It’s just bloody difficult!

Still, GRT looks very attractive with the touch and soft key combinations and a willingness to freely upgrade the touch functions as they progress. Integration with radios and transponders. Inbuilt AHRS. Direct connection to the echo UART ADSB. PFD MFD and a well sorted backup screen. I see when Mike Starkey went for this. Foreflight/ Avplan offer so much in the way of flight planning and mapping. Good thing I’m going to OSH Kosh. Can really dig into this. Also, asked for a quote based on the Mike Starkey install. We will see what comes back and I’ll see if they are willing to do some map work. 2 systems … Maybe.

How did you with GRT? The company suddenly looks good after seeing an S21 RANS build with GRT. It’s Australian maps as my query and was yours…

I was thinking the same. My job is to have these smart guys do the work and the experimenting and I’ll just apply the results. A note on cowlings….. The Pipistrel range being derived from gliders are very serious about drag. The Pipistrel Virus I own in Oz is a 145kn cruise with 100hp except it isn’t. Short version of the story is the 912 fuel injected was causing problems with heat. The early versions ran 145kn cruise and they changed the cowling because of the heat issues in taxi and climb. Dropped 10kn off the cruise.

Also good news…. Nic has agreed to build a second S21. I’d not have blamed him one bit if he’d said what the hell! So, I’m on the orders now for round 2… Aerosport products… ordered a 2nd set of all their S21 goodies except wing tips. Here is a dash comparison with carbon fibre dash from https://www.aerosportproducts.com/product/s-21-carbon-fiber-panel/ Great care has been taken in the layout. It’s both beautiful and economy of eye movement across displays with circuit breakers down low. I designed dash concepts for quite a while and as soon as I saw that carbon dash from,Aerosport and the beautiful switches (these can be custom named) I threw my concepts out. No ego involved. If somebody else can do better I’m happy to pay them. AVIONICS. Not ordered at all just yet. We have a local quote of some 55k for the Garmin as you see installed in the carbon dash S21 with autopilot. This is not certified avionics. Experimental. Seems high. We will explore the Dynon equivalent. Including the G5 equivalent backup and autopilot I think it’s around 30k AUD without install. ENGINE and FWF Ordered a 2nd 520t 220hp turbo from Les. Ordered a 2nd FWF kit inc tricycle option and the modified cowling from UL USA. Ordered 2nd tricycle wheel from Rans. While I favour the tail wheel there is an insurance component to tail/ tricycle that’s prohibitive and probably going to get worse. The tricycle tundra tyres also for me personally as a better cool factor than the TD. There is a statistically greater chance we won’t won’t have to repair a tricycle S21. I’m confident in tail. I’ve landed a twitchy Pipistrel TD 50ft wing dozens of times. It’s long flights and tired is my concern and that period when the aircraft has slowed and control,surfaces nit as responsive and I’m also slow. We will see. PROP I’ve agreed we should go Airmaster CSU. My experience with a rotax 100hp CSU in a LSA that could easily have been fixed prop and the 220hp in a GA are quite different. OTHER… Paint. I’ll discuss at OSH Kosh with various suppliers. I know the Stuart systems rep pretty well. Ex controller and GA pilot and it’s a great product. https://stewartsystems.aero/metal-composite/ ….. more research. other?

Well, this was a super exciting start to my USA day. Nic has the inspector coming out prior to wing skins being completed. Nic being meticulous has the rivets dipped in paint before application. A laborious extra step and we do appreciate input from a fellow builder who rebuilt a very old aircraft. Corrosion between metal parts and under rivet heads is a thing. We were already painting surfaces that will be in contact.

And…… here’s a world of experience on show. It was probably only a year ago I started over French Island unpopulated areas with low level turns. Legal ones!. Quite different and brings a whole new level of attention to a 30 degree bank. I’d not thought about ILLUSIONS over ground due to wind. Very thankful for this info! and yes, yet again it turns heated (OME) and you want to look away. Thanks OME for kindling the discussion fire. I was surprised to see you back. I also admit to now understanding a bit more why you’re controversial. Fractured facts or theories aren’t helpful. (Sorry to say this 😞 but I agree with safety and facts first and thought experiments should be relegated to well… maybe RC as you mentioned. These can be repaired easier than us) Note…. We wish pilots would stay clear of the houses on French Island. There’s absolutely no need to be doing turns around a point over farm houses. It can freak the residents out. They can think they are being targeted with nefarious intent.

I learned this flying paraglides. It feels so strange to turn into the wind. Except you aren’t. You’re turning within the parcel of air. It’s only ground speed and track knows it.

A couple of updates. 1. Nic is charging ahead while I’m in USA. I’m IFR training and Nic continues building. Wing getting to skin stage. I think the fuselage will be finished before I get back in August as well! Nic is a committed hard charger in whatever endeavour he undertakes. 2. I’ve purchased a 2nd S21 kit. It’s 1 of the 5 that came to Australia recently. The owner has overseas commitments and no time to build. I’m going to discuss with Nic if we finish the first S21 then build a second. I do recall him saying “just the one kit” I think it’s an addictive enterprise. We will see. I may have a TD kit for sale…. Seeing as there is a 12 month and more wait for kits and this is instantaneous S21 kit build in Australia gratification I’m not too fussed on current ownership. 3. Garmin or Dynon. I was fixated on Garmin because of the IFR training. Dynon does look to be a sensible bang for buck option. Can’t fly it IFR obviously. I’m not sure if home build with certified instruments allowed to fly IFR approaches. Whatever, not worth the cost or staying IFR current. It’s a big commitment. I’m just doing to increase skill set and apparently instrument rated pilots have a lower risk and especially after 350 hours. I’m pushing both now.

Aviate. Navigate. Communicate. Aviate. 1. Best glide. 2. Attempt to rectify the problem. Fuel. Electrics. (I figure this is part of aviate to keep the aviate part in the air if possible) 3. Wind direction. Navigate. 1. Awareness of the country you’ve flown over with regard to emergency landing. 2. Country ahead with regard to emergency landing. 3. Wind direction and how it would influence a decision in any direction. Say over mountains with flat ground in glide range ahead and behind you. Check airspeed to ground speed and commit to a direction. So many variables. I’d not be overthinking it. Communicate. 1. If possible communicate with Center. I guess if you had a 50 or 60kn head wind you could sit there in the one spot to really get a handle on the whole aviate, navigate and communicate. However, it’s stuff I don’t think you want in your head. You’re sticking to your training. It keeps you calm. You’re in a process of elimination of possible courses of action. Narrowing focus to the ones you will commit to.

Those are all solid body from what I can see.

Spruce have a number of options. This one has a stainless mesh filter. Definitely nice to see fuel! Does the Gazelle have ability to turn off either tank and if return line where is it coming back to? T in line or a tank? https://www.aircraftspruce.com/catalog/eppages/knfuelfilter.php

That’s good info. I guess it’s also a matter of experimenting with settings. I know when I chase my buddy who can run 140-145kn cruise (Blackshape retractable csu 912). and I’m maxed at 130-135kn 5400rpm (virus 912 csu) I’m using a load of fuel. Say 23-24 lph. I don’t want to slow him down too much so cop it.

That is surprising and might account for why it doesn’t seem to “a thing” in Australia. I don’t know if the Floods are aviators. I knew Bert. I knew Trevor very well. Went to his funeral. I know Gary and Vicky from the old motorcycle racing days. That’s a conflict. They’re good people. The data on decalin is solid. It converts the lead into a white powder that’s not going to sludge up the oil or damage valve seats. Here is a known expert who pulls tons of 912 engines apart. https://www.rotax-owner.com/en/general-tech-discussion/6787-decalin-fuel-additive-lead-scavenger

Somebody mentioned puddle jumper floats on here. I didn’t want to start a new thread… I’ve just talked with Patrick Vinet. puddle jumper guy. 15ft floats (1250lb) rudder, salt water kit and maybe brakes (waiting for reply on salt water reliability. I’m busy right now because I’ll ship a 20ft with the Pipistrel, quicksilver and some rans bits. I think the QS in the hangar could be a favourite summer weapon to pull out. Nice part of floats I didn’t realise until flying seaplanes is your runway is everywhere for emergency landings. 6 weeks to order and approx 10-11k USD

I’ve just talked with Ronnie Smith. American long term expert on Rotax. Long and the short of it is economical flying at the 5000 to 5200rpm range. 5400rpm is not going to damage the engine. It’s just using a lot of fuel. I didn’t get into the subject of Avgas. However, it’s just a fact. Run Avgas with Decalin additive if you don’t want to sludge up your oil and damage the valve seats. Preferably run fresh clean mogas. I didn’t get into the subject of 5,000rpm high manifold pressure. Here’s an answer. If more oils being used at low RPM that’s obviously an unhappy piston ring assembly.

Well, I’ve just had a thorough education. Called Ronnie. Nice guy. He is visiting California running rotax courses. I’ll order when he’s home. 1. Yes, Ronnie was the originator. The others copied. Edge does get their cylinder made at the same place as Ronnie. They start with a different billet. I trust the spec Ronnie runs. Particularly when I now understand Edge will provide my 80hp with a 120hp conversion and they use the same cylinder for 80 or 100hp. Ronnie explained the remaining material is too thin on the 80hp. 2. Pistons. I’ve seen some controversy on skirt cutaway. Ronnie runs his pistons as close as possible to Rotax spec from a known piston maker. He has top ring from a Phoenix supplier that is superior. I was a bit overloaded at this stage to take good notes. Very appreciative of your comments Mark. I’ve just texted Ronnie. He’s confirmed back I can change the 80hp to 100hp. That’s actually plenty. I’m cutting the 49ft motor glider wings down to 31ft… well, I’m having the USA Pipistrel go to guy in New Mexico do it. Just has to rehinge the flaperon end. If this thing just stayed on the ground I’d enjoy tackling it. More careful seeing as it flies. Tundra tyres and It’ll look like the pic below but not as shiny. 20 year old aircraft. The 36ft wing version with 100hp is am economical 145kn cruise 17:1 glide I’m cutting down to 31ft to fit in hangar and possibly 13-14:1 glide. Just have to find a pilot willing to find out what the cruise and VNE is going to be. I’m told the wing camber/ dimension tail and boom are identical on the Virus. 165kn VNE It’ll be my daily commuter. Just has to get in the air and fly over the water. About 8 minutes to save 2 hour car/ ferry/. Ar trips. Some trips 40 minutes north to Wangaratta farm. S21 will be for the more serious flying.

I’m having 2 days off flying. My CFI has 2 days off. It’ll do me good as well. Mount Rushmore visit. Not the 4 presidents. I’ll ignore them. Visiting Crazy Horse. The original sculpture was formidable as of course was Crazy Horse. Be nice to see it finished one day. I finally have a complete understanding of VOR’s. in USA for checkride you have to be able to find one, check the Morse code then fly toward it and then tune another. Same for IFR for PPL in USA. You do it just enough to either find your way home VOR or 180 degree from IFR conditions. Pass checkride. I finally get how to tune a VOR and determine if I’m flying toward or away from it and which side I’m on. Only taken about 4 weeks and it’s suddenly easy.

Glad I asked. I was told from one source that Edge sourced from then copied American work. It’s obviously more complicated than that. Zipper, edge and stol creek are easily found for big bore kits. https://flysmla.com/ Doesn’t actually mention big bore kits from what I could see.

Is this ordered yet? I was on the phone today with these guys. http://zipperbigbore.com/1484-zipper-high-power/ My Rans S21 has the UL520 on order. I have another project with 80hp 912 that is going to get a HP upgrade to 120hp for 4.5k USD plus Replacement ignition modules with soft start. Their tech guy Hal is one of the top STOL competitors in USA and many years on engines.