skippydiesel

https://hutchinsonai.com/tube-mounts/ https://hutchinsonai.com/wp-content/uploads/2020/05/Barry-Controls-2011-compressed.pdf

Some of this has already been covered earlier in the thread. Shock & Vibration Technologies Pty Ltd (SVT) 14/9 Ladbroke Street, Milperra NSW 2214 Phone (02) 97710444 Email [email protected] https://www.svt.net.au/ Mark & David - Great blokes, with a wealth of knowledge & experince, seem genuinely intersted in solving aircraft problems. They had the "Hutchinson/ Barry Controls" mounts I wanted and at at the best price.

The quality of any advice, can only be proportional to the quality of the information supplied. I am shore the respondents meant well but best to ask for as full an information picture as possible, before charging off down rabbit holes. Now that more information has been provided, it is fairly clear that the engine needs a thorough inspection (by a suitably Rotax experienced person), major service and possibly action on Rotax AD's etc, not implemented.😈

Naa! - medication ? taking it by the handful - ineffective!😎 We knew almost nothing of this engine & its service history. Without this background how can anyone give a hint of informed advice/opinion. Starting to get a better picture. High time engine. Incomplete service history and or action on scheduled service. Pilot/service provider, lacking in Rotax experince/knowledge - needs a mentor. 😈

To be human is to jump to the most expensive/complex conclusion's/solutions to any situaton - I am staggered by the demonstration of this very human failing. What of the BASICS???? We know very little about this engine, other than a few replacement parts have been fitted.

RFguy - try getting answers to the basics BEFOR escalating the suggestions/cost/time. "With alot of vibration, this might flood the float bowl, or otherwise have it 'not to spec'" - Agreed however may be addressed by the 5 year rubber (engine mounting) replacement question. "also, check floats actually float the correct height while you are there. " - weight of float (not usually height although strongly related) supposed to be checked at (memory?) 200 hr service interval. Nev is right with the Dashpot question. have these carbs had an overhaul kit through them ? - 5 year rubber replacement - could be called an overhaul kit but usually has connotations of seats/needles etc and should only be required (if at all) with a very high hours engine, hence my questions above. Rotax 912, Maintenance Manual Line, Service Schedule, Chapter 05-20-00, Page 9, onwards

How many hours? Has the engine/aircraft had its 5 year rubber replacement? Fuel type (RON) and age in tank? "-carbs are balanced." - Mechanical?/Pneumatic/Both? Technique? "- no change between choke on or off "This doesn't seem right - In my 15-18 years of Rotax 912 operation, I have never applied "choke" (an enriching device) to a running engine so don't know what happens however I would expect a very over rich condition and engine rpm to drop significantly. Recomend joining the Rotax Owners Forum for specific technical assistance - https://www.rotax-owner.com/en/rotax-forum

"..........aquaplaning can get rid of a tread in 1 landing" Please expand?😈

It's a long time since I flew by public transport - my recollection of touchdowns were little effect, until spoiler/reverse thrust & wheel breaking, which all occurred in quick succession immediately after landing. The number of wheels, will be proportional to the Max TO/landing weight. The inertia (retarding effect of a stationary wheel being accelerated) will be similar to any aircraft ie little (not none) "You can notice the retarding effect in your passenger seat when you hit the runway." I imagine that it must be quite terrifying 😁 FYI: a wheel is made up of a rim/hub & tyre combined.😈

I doubt that the inertia of a stationary aircraft wheel, touching down & accelerating to landing speed, contributes very much to landing role. A little yes but as a percentage to the total not much.😈

I may have this very wrong - Once airborne, unless subject to turbulence/wind shear/ gust, the aircraft does not "know" or care from which direction the wind is coming from. The aircraft will perform just the same with a 20 knot tailwind, as a 20 knot headwind. The ground speed will differ but the air speed remains the same.

"20KTS of wind is a high wind component, compared to the published stall speed" Please explain this comment😈

Not commenting on this incident, of which I know nothing, other than whats on this page - IF (?) they were doing low pass/orbiting an event/something on the ground, it's very easy for the pilot to allow air speed to drop below stall / in turn. IF (?) this happened close to ground, recovery would have been unlikly.

The published (above) stall/cruise, air speeds are not impossible but are highly unlikly, especially for a 800 kg TO weight. I only know of two aircraft , both with 600 kg TO, composite airframes & fowler flaps, that would equal (slightly exceed) the claimed flight envelope.

Thanks Area - 51. Problem (if its not the operator) is likly a tad more complex. May require controller be returned to Airmaster.😈