Area-51

Looks very fart proof...

Made up a FART box and tried it out last week; bloody great bit of kit; worth every penny 👍

"It's one big club, and you ain't in it!!!"....

So from what is being written here; its ok if the US and UK use Rotax engines in drones but not ok when any "other" administration does?? Very confused, wouldn't these engines still produce the same performance regardless of end user? Cruise missiles use a multistage Williams turbo fan; that would work really well in an ultralight; never see these disposable surplus units for sale on fleabay...

Boonah has bunkhouse and facilities at the gliding club

Warkworth Gliding Club 15min south of Scone has bunkhouses and good facilities

Entering frequency area... BS on carbi's being problematic over efi... CV carbi's are the closest thing to mechanical fuel injection available; which i would choose over efi any hour of the day for reliability and safety... set and forget capability for any technician that has the hands on track experience is a non contested conversation. An SU carbi will not fail once tuned; the electric Lucas diaphragm pump will, but the carbi won't ever

Awesome!! Very different kind of flying to GA... just remember you got stuff all inertia to keep you moving when the power comes off... have fun!

Anything that gets air moving over heated components helps; keeping the fuel cool and moving through fuel lines helps the most. If vapor lock continues to be experienced during taxi/flight op's then you either have a fuel quality issue, line pressure issue, or a heat soak/source issue. The situation doesn't get any more simple than that. Departing frequency area...

Setting the throttle to wide open (* this will flood engines with constant pressure needle slide carburettors and certain mechanical injection) on CV carburettors allows any fuel bubbling up out of heat soaked carburettors to enter the inlet manifold and remain in situ in vaporised form ready for when cranking commences. The floats will become operational again as soon as fresh fuel reaches the float bowls preventing flooding (this has nothing to do with the subject or affect of "heavy floats") If the carburettors are not suffering heat soak then no fuel will enter the inlet manifold however fresh cooler temperature fuel will still cycle through the pump and supply lines flushing out any existing vapor prior to cranking. Pulling choke to mitigate vapor lock will have no affect on Bing64 but will have marginal affect on SU and Stromberg CV carburettors. Position of return line restrictor can also affect ability to arrest vapor lock; too far away downline from the carburettors will prevent vapor quickly exiting back to lower pressure environment; so placing it back at the fuel tank is not a good idea. Return line exit position is also critical; it needs to be far away from any heat source to allow sufficient time for fuel to cool down. It's also critical to ensure that where ever it is returning to cannot overfill and cause continued pumping of fuel out through fuel vents as the 912's pump will happily empty a 40L tank dry in about 15 minutes.

Was just editing and addressing this fact; true... Hot restarts after being parked up are probably best undertaken by letting the auxilary fuel pump run for at least 2-3 minutes with the throttle set wide open prior to engine pre-start checks... and of course your engine pre-start checks require you to cycle and close the throttle back to idle... if your aircraft has a tendency toward vapor lock it will still splutter a little on initial startup but will probably settle down within 5-10 seconds. its important to be mindful that vapor lock is not a permanent condition; once the fuel vapor cools down it returns back to its previous liquid state and the "air bubble" disappears.

Fuel vaporisation occurs due to the fuel sample reaching its boiling point (it will return back to liquid state as soon as it cools relative to line pressure); this can be determined by using a barometric tester such as a Doc Hodges Fuel Tester... Avgas has very tightly controlled specifications; so the vaporisation temperature/pressure can be predetermined; Mogas to a definitive level cannot... so two variables need to be addressed being 'Line Pressure' and 'Line Temperature'. However the vapor lock issue does not end there. High carburettor body or float bowl temperatures will result in vapor lock instantly as higher pressurised fuel enters the float bowl, boiling then spirting out through the main and idle jet into the venturi; rough running coughs and spits until temperatures cool down. Hence the use of rubber isolating mounts for the carburettor and at times additional heat shielding plate between manifold and carburettor. V12 jaguars had the aircon system routed around the fuel lines for this reason; it worked. As stated earlier in this topic the orientation of the upper pump body on a diaphragm pump has no affect on pump operation. Fixings may generally be torqued to a standard specification relevant to a specific thread sizing. However as the modifier you would have to be prepared to accept all responsibility for any subsequent loss or injury resulting from an operational failure. That being said the threat of vapor lock occurring at any point in the fuel supply system is always present; especially at the float bowl, and the top of the fuel pump body. You can only do so much to prevent it, and it will always be caused by a rise in temperature beyond a certain point relative to pressure (somewhere for Mogas in the vicinity of 75C at 0'AMSL density altitude). The affect of the return line and restrictor AD on the rotax 912 is to allow fresh fuel to continue flowing through the supply lines at line pressure, at all times, rather than lay somewhat static and suffer heat soak leading to vapor lock. The greater the volume of fuel that can be continually cycled through the lines at required operating pressure the better. Other than proximity to external heat sources and mechanical moving components, how the lines are routed, over or under, is irrelevant.

Just spent five hours in an S2-A stall spin entry recovery training. Regardless of any 16 spin variations - Ailerons centralised, power back to idle, full immediate opposite rudder, unload the elevator, immediately centralise the rudder back to neutral, upon end of autorotation throttle up smoothly to full power, then immediately pull out with maximum affective elevator to climb attitude, wings level, ball centred with left rudder bias.... Duration of recovery procedure is approximately three seconds.... lazy rudder centralising action may initiate and result in an entry into opposite direction spin. Truly is the ultimate Sky Machine.

Great, you found one of the best reads on rotax fuel pumps so far... now go find the excellent series of articles by the same author on tuning and servicing the Bing64 carburretor... 👍

Really?!! My MSA220 cordless electric chainsaw was pretty damn loud this morning; punching out a fraction of the power of those 6, sorry, 12 points of failure on the fancy lettuce shredder... population control device; one for the CIA conspiracy theorists. Should fly through certification process without any issue; pun intended... sticking with two wings; can turn the motor off and still land in a sandpit.

That was an awesome video... first thought that came to mind was to put my leather suit on and jump head first into an industrial wood chipper!! And couldn't hear the engines for the volume of the music 🤷🏼‍♂️... it's a useless pursuit, no future in this idea anymore other than population reduction 🤔hmmm.. better off flying a zenith or superstol 😃😊

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Just fit a 007 security kit to the aircraft and claim the insurance after the event!!! make sure you instal your security warning placards near the "no push" and "entry/exit" points to keep it all legal... this will ensure all flavours are equally exposed and each offered an equal chance to win an instant Darwin Award!!! 🤓

Yes, correct, a glass of water would probably stay put in an artificially generated gravity situation...

Fresh earplugs while waiting for the batteries in your noise cancelling headphones to run out as surviving passenger cannot stop talking.

PSA make engines for most everybody now; yes even your beloved thumping v6 diesel ford tonka wagon... hangon, thats the same motor with the volvo stamp, no now its bmw, what? No? its also a Landrover??? ... now i'm just confused, you want me to believe its Peugeot or Citroen??? look now it says its Mazda... So PSA make millions of diesel motors every year in small and large wrappers... if you want a lightweight high speed alloy block diesel for aircraft you use PSA turbo charged Citroen Berlingo common rail.... start and end discussion here.

Its an aviation motor; its designed and approved to be run flat out continuously at (x) manifold pressure and (x) max rpm right up to zero tbo without failure... if it fails before zero tbo something went wrong.

Its Vorboden to discuss such matters!!

Byron Gliding have two Falkes; one has a Limbach, the other is stripped and will probably never fly again...