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RFguy

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Everything posted by RFguy

  1. RFguy
    yeah if you can do it yourself just arm yourself with lots of old blankets, foam pieces , straps etc so that nothing rubs on anything, even stuff with clearance like cables can get a vibration going and start rubbing etc, everything must be damped.
  2. RFguy

    Thruster Outings

    RFguy replied to extralite's topic in Thruster

    now now
  3. RFguy

    Thruster Outings

    RFguy replied to extralite's topic in Thruster

    OK.... I can imagine they dont spin past incipent, so much drag. There is a common misconception that a kg off at 1m distance at the front is the same as 100g put 10m out the back... that's all...
  4. RFguy
    Get a logistics company to do it This way it will be their boys and trucks all the way. You can get a door to door, but since they are the only carrier you can trust them using their hubs. I use PFM Logistics. I use them for moving things like high value robots, I got onto them from a mate that moves $100,000 photo printer plotters (well known company).
  5. RFguy

    Thruster Outings

    RFguy replied to extralite's topic in Thruster

    extralite said " their flight characteristics are improved by adding weight to the tail wheel." adding weight to the tail wheel ? are you insane ? You increase the moment of inertia doing that, adversely affecting spin recovery. It is NOT just a simple matter of weight off one end is OK at the other, moment of inertia is about distance squared !!! FFS. NFW I would get in a plane that someone did that. Anyone reading this I would strongly advise against it unless it has been re-flight tested by someone who knows what they are doing in all envelopes.
  6. RFguy
    but i might have bent the airframe on the recovery... hard in the sim to grasp everything.
  7. RFguy
    Factory handling notes for the PA28 suggest not immediately jumping on the opposite rudder with a wing drop on a stall , just centralize the controls, power off if necessary......as unnecessary use of full rudder may invite an 'undesirable aircraft state' ... in the simulator , in a rather unhelpful pro-trouble aircraft configuration, I got a rollover and inverted half ?spin? to commence.... let go of everything, nose down dive and recovery.
  8. RFguy
    Master isolation relays should be required mandatory on all aircraft. But its not. although in VH world (non experimental) , for a certified aircraft you will not get cert if it doesnt have one because it will not be able to meet the criteria of being able to isolate the battery. I suspect many Jabiru fires are due to no battery isolator, and watch out for Sling also, no battery isolator in at least one aircraft I have seen. The other Jab fires are probably overflowing carbs. cheap https://www.aircraftspruce.com/catalog/elpages/masterrelay.php although that one is marginal on starter current if a 3300 jab, but OK for a 4 cyl rotax/jab otherwise : https://www.aircraftspruce.com/pages/el/relays/sts-12a24a.php
  9. RFguy
    mmmmmm some extra here 1) The capacitor is required to provide smoothing of the pulses of current that come out of the alternator. The alternator produces current pulses, and if the alternator output is not connected direct to the battery (to do the pulse smoothing) it will put alot fo noise into the harness. The capacitor is always recommended (by me) . 2) It does not put a small load on the alternator. It does NOT prevent overvoltage, what it does is smooth out the current pulses and makes the alternator output look more like DC by being a reserviour between pulses. The alternator output shoudl always go direct to the battery via a circuit breaker. The alternator regulator voltage sense wire should go to the battery or the master bus. some regulators draw a little bit of current all the time that might flatten a battery in 3 months. if you fly every 2 weeks this is no problem. if you fly every 6 months, then connect it to the master bus but you will die anyway because you are not current, so the alternator is moot.
  10. RFguy
    I wonder if that was post the service bulletin. . interesting. I think the big drag flap might assist a short fielder. but maybe it screws up other aspects. Wasnt just the J170 it applied to, think also applied to J200 , early J230 JSB029 1,2 "Reducing maximum flap deflection. Testing showed that the final stages of the flap movement produced no significant effect on the aircraft’s stall speed but had a slight negative effect on the aircraft’s handling at low speeds."
  11. RFguy
    Jabirus once had more flap but they , with an SB , reduced it (from 40 back to 30 etc) because it was said to "increase drag and not generate any more lift" I argue that sometimes you might want that
  12. RFguy
    Recovering from a go around from flare or partial touchdown with 40 deg flap in the PA28 requires a sequenced staged operation. 1) full power, control the slight pitch up , get aircraft stable and flying in ground effect,. You'll quickly find she wont get much over T.O.S.S. like that........ That you struggle to accelerate at all .......and that it wont make more than 70 kts should be the wakeup call ... 2) once you have the thing flying again, get rid of one stage flap back to 25. now it will climb, needs another nose / trim adjustment , and so on. The lack of acceleration , let alone any climb at full throttle should be an INSTANT alarm bell. NOT something you have to think about, needs to be INSTANT alarm bell in your head. And curency drives that. You know how it 'usually feels'. There's a bunch of things I can list that MUST be instant reaction without having to think.
  13. RFguy
    "However, prior to the accident flight, it had been 121 days since the pilot’s last flight." currency currency currency
  14. RFguy
    Per my post about 5 posts back.... I thought my flying would be all over the shop with the bumps but wasnt so bad. left hand circuits on 33.. (red arrow) I flew right over the same course on those two normal approaches. I did that just by looking over my shoulder and judging where base and final should be , didnt look at the ground, too busy looking for the other two aircraft in circuit. no GPS or tablet.... just a good compass. quite surprising how precise you get at your home AD. 200+ hours now. 65+ in the piper I think. not much wind though.. 5-10 kts down the runway. My downwind altitude hold was awful ....
  15. RFguy
    I nose over, (end climb) then let the plane accelerate to desired cruise speed, reduce throttle as necessary, and then trim for zero stick forces.
  16. RFguy
    PA28 : I'd shot a few approaches after lunch yesterday on a warm 32degC day. Late summer, the ground is warm now even at 5am. There's not much more ' un stabilized approach ' then the glide in the bumps over bare paddocks in the summer afternoon. I think its a good challenge. Last approach was a glide approach in the sinks and the bumps. I flew low over a big freshly burned/tilled?/ cleaned brown patch , hoping to get a bit of assistance, as I was a bit low..... and got a sink. Was flapless at the time since flaps only would have hastened my descent, so getting a bit slow, put power on a bit, then resumed glide the last 100m to the runway midfield, over runway, all the flaps out in one go, decending turn to line it up, as long as I keep my airspeed up, all is good. . and plonk. geez I know this girl now. But glides in the bumps are challenging. The biggest driver of my landing performance is currency. More so than fatigue I think. At least Weekly flying drives competence/currency/ confidence. And I mean not going out at 7am, but going out when its a little challenging... (if that's what you want)
  17. RFguy
    for these sort of flow velocities and volumes and viscosities of the fluid and size of pipes, 30 maybe even 50 % of pipe dia change over a few inches is not going to be measurable.
  18. RFguy
    at least 10. most 10-25h. .... I can entirely beleive he was signed off as competent and met all requirements to acheive a RAAus PC, and then made up his own adventure, but that's probably what we should not discuss now, IE personality / poor decisions unless we discuss in general terms.
  19. RFguy
    not necessarily. part of XC training is to experience changes in weather, scene, understand GAFs TAFs GPWTs etc That's why it takes a while to do and why there are several components to it. If he had not met that syllabus min XC hours- and not passed the XC-nav written exam, then he could have not possibly held the qual, so could only have flown when not permitted to fly if was more than 25nm from the departure AD. Was the crash more than 25nm beyond the AD ? I'm *guessing because its the only thing that makes sense * - is that he met pilot certificate requirements (conversion- which is straightforward) and got signed off on that.... And that the student had met all RAAUS requirements to fly within 25nm from the AD.
  20. RFguy
    Mark, do you have Borg implants ?
  21. RFguy
    Turbs, if that is all true, not sure how that passes muster at all, rather shocking- with the obvious consequences. I'd expect to see a lawsuit here . No doubt this is partially on the head of the instructor - he signed him off. I can't really beleive that RAAus would have approved this signoff. There's some missing information.
  22. RFguy
    thanks, that's quite useful for people to know. I know of a few. a couple of tecnams.
  23. RFguy
    Nev, there is a crankcase calendar time limit. larger tyres, prop change- they're all changes with flying characteristic effects, that's why they need signoffs. on conditon engine doesnt affect flying characteristics, - that one is a bit easier to get.
  24. RFguy
    but as I understand it, 24-experimental is NOT carte blanche. TMK it is for a specific item to be waived, like say, (stupid) calendar limit on the Rotax engine , and is not perpetual ?? Neil, please let us know your experience.
  25. RFguy
    given that you dont have a tough fibreglass shell around you a-la Jabiru , I'd be only flying an Xair with gliding distance to a 300m straight clearing or road without power lines . Brendan, I thought you'd bought a little rotax poiwered 55 Jab ?
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