rodgerc

I’ll jump in to answer, as a multiple RANS 141 wing builder, on Mark’s behalf. The wing surface geometry dictates that it won’t be perfectly concentric once the tank stand is installed….This is because the forward edge of the tank stand is around 10mm higher than the aft edge. This aspect, combined with the camber (curve) of the upper wing surface (as compared to the flat surface of the filler flange) means that once everything is tightened up, there is a minor amount of stretching of the scupper seal. Reference to the pics below….Lower edge of photos are forward. Scupper is concentric prior to installation of tank stand (and filler flange) Scupper is marginally eccentric due to stretching induced by tank stand. The eccentricity is very minor and will only be observed by the crew of low flying airliners.

I’ll get interested when they have sold 10,000 units and half of them are past the 2,000h mark. Until then, it’s all marketing.

I reckon Andre is having an absolute hoot in his Subsonex….Good luck to him 👍

Loctite 567

6061T6….Leftover from Waiex wing attach blocks….Orifice for fuel return included in one gallery.

Note the radiator is to be installed below the oil pump.

It makes no sense whatsoever to spend a single cent more on (or wait a day longer for) a proven aero engine, until the very instant the one you saved $10,000 to acquire (or waited 6 months less for) begins to falter…. ….The bitterness of dubious quality/reliability lingers long after the sweetness of low price/short lead-time is forgotten. (With apologies to Benjamin Franklin) Sermon over.

Sweetapple props are still manufactured in Qld by Dieter Sedlbauer [email protected]

Well at least today’s official weather forecasts are still delivered in code

Beautiful aircraft. Thank you

Can anybody advise the make/model of the red/white aircraft pictured on page 8 of the current issue (105) of Australian Sport Pilot.

Maybe it’s unique to me, but of all the “RA-Aus” pilots I know (14 come to mind, including myself) all but two are current or former GA, ATP or airforce pilots.

No experience with Jabiru, but I (and others) have noticed same in my RANS S-20. Assumed I’m flying slightly out of balance.

An alternate suggestion....Drive 1-1/2h to Old Warden airfield near Biggleswade to check out the amazing Shuttleworth Collection of flying vintage aircraft. You’ll easily fill in a day there and there’s an excellent cafe on site. On the way back to Oxford you’ll drive past Bletchley Park which is a must-see if you’re remotely interested in WW2 history. Assume also that you’re aware of the vehicle restrictions in Oxford...If not, read up ahead of your trip.

Can’t help but be impressed at their level of technology….

The 912ULS’ oil cooler is on the suction side of the oil pump....Only sees atmospheric pressure.

Hey Mike, skip the UL520t and bolt one of TurbAero’s engines on the nose of your big-tyred puddle jumper and you’ll be able to scoot along at FL250 pulling 250kts, leaving Lancairs wallowing in your contrails. 😉

Supercheap have a $29.95 set with a selection of brass sizes included

This info has been posted elsewhere and is shared here at JG3’s prompting. For the past 6-1/2 weeks my 37 hr total time 912ULS powered RANS Raven has forlornly sat in the hangar due to a persistent 350-400 RPM drop at 4000 RPM. I had become so frustrated that selling her off cheap was becoming a serious consideration….so was burning it. 😡 Last Friday I finally discovered and rectified the fault, tipped off by a Vans RV12is engine installation instruction. Cutting to the chase, one of the 4 ignition trigger coils’ air gap was 0.002” (0.05mm) below the minimum spec set by Rotax. Yep, about half the thickness of a human hair is the difference between a barely detectable mag drop and one that made the engine rattle and shake….and it was clearly set that way in the Rotax factory. The specified air gap range is 0.012” to 0.016”. My gaps were 1 x 0.016”, 2 x 0.012” and 1 x 0.010”….The problem trigger coil was the 0.010” gap. (I had previously thought that closer trigger coil gaps were always better, provided there was no actual contact. Those with electronic expertise may be able to explain why that is not necessarily the case….?) I now have 4 x0.014” gaps (actually 5 counting the tacho) and a very smooth running engine. So if you’re suffering a mag drop in the 300-400 RPM range on a Rotax, buy yourself a set of brass feeler gauges and check the trigger coil air gaps.

https://issuu.com/raaus/docs/sport_pilot_34_may_2014/18 Article from a few years back may be relevant. Page 18

Notwithstanding the legalities, Peter Leonard is a true gentleman and an exceptional supporter of and asset to, the Australian experimental aircraft community. The SAAA will undoubtedly be a poorer organisation as a result of the action on multiple fronts.

Rotax installation manual is very specific about the height of the oil tank in relation to prop shaft. When I queried the detail with Flood Imports I was advised it was to avoid hydraulic lock from the tank being mounted too high.

I used self-fusing silicone tape that worked a treat and cost me a kidney….However I noticed last week that Supercheap sell self-fusing silicone tape for about 1/5th of the price I paid from my fire sleeve supplier.

I just read an article in New Scientist about chimpanzees eating their own

No leakage from my float bowls….During reassembly of the carbs post cleaning, the needle valves’ spring load were measured, floats weighed and needle valves pressure tested for leakage.