seb7701
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Everything posted by seb7701
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Yep! $1900 for new skins for that one...I checked! Despite the fact that it was pristine in the care of the previous owner, it still has 2500+hrs of training time under it's belt. I know a pristine A503...if I decide to get into a 582!!
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Not surprised, but needs skins and engine straight up. One of two in existence with the rear pod too!
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Did it sell? I did my training in that drifter!
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Yep, got those figures re the 65% and 75% figures, but I am also of the understanding that 503's really need plenty of rpm to stay healthy, ie around the 5800 mark? Mine has that rpm warning sticker, but I recall the explanation by Richard Eacott on this forum behind it and I think from memory the reasoning was somewhat redundant. I tend to cruise at 5500 - 5800, but agree - a few hundred revs are missing.
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Thanks for the further insight. Generally speaking, maximum revs never seems to exceed 6000-6100 (I think), as reducing to cruise power (5800) is always only what seems a negligible variation from max. I do think I should get a few more rpm out of it which will help climb a frag, but prop type overall fascinates me as an option.
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Thanks - glad you mentioned it, as I was of the understanding that they were simply producing a replacement for the brolga which maintained certification. Obviously not the case! Mainly curious in case there was some magical gains to be had from a different breed of prop. At least the three blade is consistent with other 503's...
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Hi all. I have a rather nice three blade timber prop pushing along my 503 drifter at present, but am curious as to likely benefits (or the opposite) of this prop as opposed to the more commonly fitted four bladed composite props such as a bolly/brolgas etc. Whilst the timber job is adjustable, I am curious as to the pro's and con's of both, given that I am about to commence tinkering for just a hint more climb performance. As always, any shared wisdom is appreciated!
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Thanks Frank. I had a some conflicting opinions on this, but opted to replicate yours, as I think it is more reliable and one should not really be cruising around with so little juice as to cause starvation on decent. We did ditch the squeeze bulb, but have a small filter between lower tank and pump, then the glass filter a bit South of the vacuum pump. Funnily enough, when going through the documents that came with the plane, found the bulletin from Austflight suggesting the gravity feed type fuel tank setup. If the factory says so, then.... Sounds like you're running the same setup with the inverted 503, so beware, some more queries might arise, as 23yrs might be JUST enough time to gain some useful insight! At present, having just discovered the wrong needle jet was fitted, I have regained my smooth running 503, but am now looking at the prop closely (three blade timber) as opposed to the more common four blade fibre, as I'm not sure what sort of climb performance the 503 should be pulling, having mainly flown 582's. Just wish I had the three tubes behind the passenger seat so I could chuck on a 582 and lift some more weight! Thanks again for your thoughts.
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Ah, very good, thanks!
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Just waiting on my ipad kneeboard from the clearprop shop, so will let you know! If drifters had some more dashboard space, would definitely be thinking a ram mount for an ipad.
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Hi Thommo. Dual ignition, dual carby, according to a dodgy photo, serial no. 3947242. (First digit is sketchy)
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Hi all. My beloved has gone from running like a top to suddenly getting bogged down at 3000rpm when the throttle is advanced towards wide open. Carby's checked and cleaned, fuel pump function is fine and plugs new. Starts and runs fine, just doesn't appreciate throttle!! Question - it was set up in Melbourne and given our heatwave conditions out here, it has been suggested that the carbs just might not be liking our conditions, which have been equating to 5000' lately, despite out 1013ft elevation. Can anyone give me some jetting, clip info etc, so I can check to see if we're in the right ballpark for this neck of the woods? Nothing worse than a sudden decline from perfect running!!!! Thanks in advance!
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That sounds like a grand plan. On a similar-ish note, I am interested to hear from drifter drivers, what commonly needed spare parts elude them and would be handy to have back in production etc. i know I peronsally have a wish list for the factory if they would even just cough up some spares....
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Count me in, but also agree with Tex, in that there's no need to split the resources, when so much needed knowledge is overlapping. Count me in nonetheless, as there are too many of these legendary aircraft around to ignore the future needs of us all. I am already sniffing around for odds and ends and at the same time trying to memorise every last drifter I know of, no matter how far away it might be hidden, in case someone needs it for any parts etc. Would love to get some official word from the Drifter Factory, but in lieu, at least know of some of those who were involved in it, as well as some other very experienced drifter resources around my patch, as do the rest of you, no doubt. I say we use this forum, but would perhaps like to see some enhancement to our contacts for available drifter resources if possible.
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Ok, just checking, bit far from my trusted repairer...sorry.
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Hello and thanks to all Drifter pilots!
seb7701 replied to Samuel117's topic in Just Landed - Welcome
Only one question- Justin, what are you flying now that Seabiscuit is gone???? -
Where abouts is it and what sort of aircraft?
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Fantastic vid- thanks for posting!!
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Cant speak highly enough of Ruth Presland at U-Fly Wanaka, in NZ. She also does mountain flying courses and the last time I enquired, the itinerary she had in mind was phenomenal, seriously, and I was just going to do two days. I think it is mountainflying.co.nz is her other web site, but when flights over there lately have been $344 return, I know where I would be going!!!!
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As I said, if they aren't interested, no criticism, just pass the torch and hurry!!
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What is the deal?? I do sometimes wish they would sell the type cert. so someone else could get on with it. I'm sure there would have to be some other interested parties? No disrespect to them, as I would be just as happy if they cranked things up also....
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Yeah, please, throw us a bone someone??? Am very interested to know if there is a factory full of spares... Also curious when they advertised new sails on their website, where they were sourced from, as that is my main concern these days, although now not so much thanks to the like of Emah.
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Anyone like to recommend a case\kneeboard for use in a drifter? Looking for one with a clear sleeve for map. Still looking...
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Thanks Tex. agreed, the plug fouling seems to have disappeared with time and technology, but had forgotten about the original inverted 582's until after I posted last night, when I referrd back to photos of a prospective purchase at Yaraka sent to me by Fish a while back. Had an inverted 582, stainless cylindrical fuel tank and huge one piece radiator, all factory fitted! The 503 looks bad enough on the current mount, let alone. 582, but I guess, if it was cert that way, then must be ok. Just need to check out that trile sleeving. I did see somewhere that Kiwi from Boonah did the swap at one point and would be interested to see what was done. If I haben't mention, the 503 fitted at present has only about 150hrs on it and runs really beautifully, so no hurry, but would be ne to be able to car two blokes and decent fuel as well!! I will say that after only having flown in a 503 twice (both with WFish), they are just great one up f climb and cruise. In incidentally, do we know whether any of the lockwood drifter parts fit out beloved Austflights? Have been curious to know just how similar they are, given that all sorts of bits are available from them (assuming Dalby still not happening?)
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I know of the odd one, but are there many 582's running around on the inverted mount? Just looks too flimsy compared to the upright version with all it's additional tubes!!
