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RFguy

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Everything posted by RFguy

  1. RFguy
    hey Mike, your pax has their shoulder harness twisted.
  2. RFguy
    "Seems I have a flooding/overflowing float chamber - will investigate tomorrow." Skippy - Be very mindful of a fire hazard . I know you know this but worthwhile highlighting. Am pleased to see your overflow goes somewhere instead of just into a tray under the carb.... Skip do you have a fuel tank return in the setup ? another thing to .....
  3. RFguy
    Essentially, your BFR is due.. (overdue) . KG I am not sure about exams being done again... I dont think that's right. Certainly you'll need to, as you pointed out, demonstrate competency. Whether the instructor feels you need to demonstrate competency by puttingn you through a diversion intensive wild goose chase cross country or just a few circuits, stalls, emergency proceedures will be whatever is required to feel that you are competent. Usually as long as you dont do anything unsafe, or almost kill the pair of you, you'll get through, with a marginal pass, probably with requirement of some follow up work.
  4. RFguy
    Agreed. RA-AUS's mantra of a "A pilot in every home" is unrealistic and worst case misleading of the hazards in the hobby.
  5. RFguy
    not many options for EFATO at Wedderburn.... (not saying this was any cause) .
  6. RFguy
    Pretty good Bob there is certainly efficiency though to contend with, 1) small motor efficiency probably 50%. so input power now 2x294 = 588J. 2) any filter to push fuel through ? 3) hose- say 4m of 1/2" hose in a circle is 0.1 bar at 10 lpm gasoline , 166e-06 m3/sec, energy loss = ~ 1.66 J/S and 2 minutes= 200 J likely input cost ~ 800 to 900 J.
  7. RFguy
    Cooldrive seems like a site and business very high in hype on their website....
  8. RFguy
    A GOOD cable is that used for wiring up solar panels Decent insulation, current carrying and a tough sheath Some are twin and double insulated, with the overall double as a bonded fig8 which is OK. anythign complying to IEC62930 is OK. double insulated Bonded sheath fig8 zipper pair. twin and overall sheath both good
  9. RFguy
    Figure 8 cable is made in a single extrusion process, the amount of insulation between the pair of wires varies ! you want to use a two pair insulated wire and overall sheath. like this, https://www.jaycar.com.au/7-5-amp-2-core-tinned-dc-power-cable-sold-per-metre/p/WH3057 or WH3049 - 10m Handy Pack slightly cheaper.
  10. RFguy
    The F15 Mr funnel was a bit over a hundred dollars from memory. not a big price tag...... Use a collar of 6" PVC pipe to have it sit square and stable. You need IS grade switches, or a solid state switch. or the switch a long way upwind of each end of the fueling . A switch potted inside a box should be OK. Absolutely NO 'figure 8 ' cable (bonded along a centre line) , and no multicore cable without stainless steel braid and appropriate specifications. Fuse has to be IS rated or encapsulated also.... Consult AS/NZS 60079 part 11. ......part 14, 18 and part 31 are also applicable. (yes I do this for a living) https://law.resource.org/pub/in/bis/S05/is.iec.60079.11.2006.pdf
  11. RFguy
    yeah stratus 3 is an RX box. and the skyecho doesnt make much of its own heat. they're white so they do their best not to get hot in the sun.
  12. RFguy
    I have a twin filter Mr Funnel "F15" and it keeps up with a 20 litre jerry being poured in without pause. ( 20 seconds) ? The twin is rated at 56 lpm. I would recommend nothing less. The single filter versions of Mr Funnel would not keep up. hopw about this with built in filter https://facet-purolator.com/specifications/#ds-open-popup-57 alas only 50 gph or a couple of the 50 gph cube facets. or somethign higher flow : https://www.scintex.com.au/collections/12v-petrol-pumps/products/high-flow-fuel-pump or, the real deal... a filler ! https://www.scintex.com.au/collections/12v-petrol-pumps/products/12v-petrol-pump
  13. RFguy
    an intristically safe (IS) electric pump and hose? dont have the switch for the pump (unless it is also IS rated ) anywhere near the filler... they arc.. or hand driven pump....
  14. RFguy
    No Yes, under normal circumstances . These were operational constraints that required it. Wait till you do some circuits with low cloud and intermittant drizzle , your circuits will be something like 700' etc etc ANyway no trike is going to be out in that weather. and no trike should dare come near a busy aerodrome without a radio. Turbs I think your comment is non sensical, without qualification.
  15. RFguy
    what about them ? sorry I dont understand the question.
  16. RFguy
    I learned 500 ' circuits, which are close to the strip with a 15 knots steady pure crosswind on the grass strip with low cloud. the grass strip made those limit crosswind landings a little more forgiving.... With the wind about 25+kts at 500' the drift was impressive and made flying circuits quite a bit of fun.
  17. RFguy
    Low level circuits in unfriendly weather is taught in RA
  18. RFguy
    ***...If once airborne, you turn into the wind (if say, 30 deg left of the TO roll + runway direction) , your ground speed will be minimized, and thus distance from the strip will be minimized. And , if you decide not to turn around (for whatever reason) and choose to go straight ahead, the track into the wind will result in the lowest ground speed when you touch down , so it might hurt less. There are of course many variables. Generally we'll not deviate from the runway heading until at least 500 feet, and of course never turn counter circuit direction < 1500' . So the above is a 'special case'. Anyhow cannot plan for EFATO so good reason to KNOW what the wind direction is on TO roll.
  19. RFguy
    Hi Nev reliable estimate? - not really.that would have to come during the daily planning. But doing some numbers like this helps one when doing some mental calcs weed out calc errors from maybes. The other thing. distance attempted per day would have to provide for runways with crosswind alternates, so likely to be a longer track. I'd be looking for stops with Cross available. But that might not be easy to find. some local knowledge would assist.... You are hardly goign to want to go looking for an alternate late in the day- some I presume some pilots rather than try for their alternate, will try a crosswind landing that might be beyond their fatigue-skill level late in the day.
  20. RFguy
    So the Italians DO have a form of carb heat... and not cheap. Nice post Danny, very interesting.
  21. RFguy
    Given that if you fly for 8 hours instead of 6 hours on the first day, that puts wx intercept at 27 hours (tecnam) you'll probably run into the weather a couple hours after sunrise on the 2nd day. which is not good. so you could fly long the first day and plan a rest day for 2nd . flying 8 hours on the first day gets you 768 out of 1500nm means 732 nm on 3rd day. so 8h + rest + 8h . OR... 6h + 6h + rest + 4h either way- yes, re evaluate FULL plan daily.
  22. RFguy
    So this Goulburn- Kalgoolie roughie to go from Goulburn to Kalgoolie, at 120TAS (tecnam)with 24 kts headwind) and fly 6 hours per day . Vavg = 24 kts 1500nm .and 24kt westerly. time to intercept weather = 31 hours. late in the 2nd day. so you almost get two days, then a day maybe on the ground in two days you make 1152nm, out of the 1500nm, so the 3rd day is a rest and the 4th day is a short 348nm. and Nev, as you say, plan around alternates, especially with airfields that do thave crosswind options. NUMEROUS plans need to be run to figure out alternate groups per day.. and then, likely updating daily.
  23. RFguy
    well, puttign aside the odd wx lately, per my post : and I seem to have screwed up the previous calcs, re-doing : Given that if you leave the east coast just on the back of the previous bad weather, the next front will be crossing Perth 1737nm, 72 hour (3 day) period between weather fronts. but the next front is crossing the destination at the time you are leaving So it is inevitable that you will hit the weather change. You cant avoid it, so one must plan an off day. solving for time for intercept given Vx (weather=24 kts) and Vy( plane = 125kTAS) t = d/(Vy+Vx) = 11.56hours to intercept - this assumes continuous flying. but you are not doing this. So I'll re do this later to account for hours per day flown. In fact, I will write an online tool for this. hmm is it just the average airplane speed to account for stopped time ? ahh screwed it up again if 125TAS, - 24kts wind. average per hour is (125-24 . 6 )=606 / 24 = 25.25kts Then time to intercept is : 35 hours into the trip, or late on the 2nd day if you start 1st day early.
  24. RFguy
    Bosi, see above - I screwed up my initial calcs
  25. RFguy
    well, puttign aside the odd wx lately, per my post : and I seem to have screwed up the previous calcs, re-doing : Given that if you leave the east coast just on the back of the previous bad weather, the next front will be crossing Perth 1737nm, 72 hour (3 day) period between weather fronts. but the next front is crossing the destination at the time you are leaving So it is inevitable that you will hit the weather change. You cant avoid it, so one must plan an off day. solving for time for intercept given Vx (weather=24 kts) and Vy( plane = 125kTAS) t = d/(Vy+Vx) = 11.56hours to intercept - this assumes continuous flying. but you are not doing this. So I'll re do this later to account for hours per day flown. In fact, I will write an online tool for this.
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