skippydiesel

Could be an ATEC Faeta NG. Check out the lower stall , same cruise of the high HS of the original Faeta

Had quite a few views - So far no responder's. You can put your own value/price on the stiff you know😈

Good thought Thruster. Tig weld would be the way to go. Any suggestions as to who might provide such a service?

Thanks Roger - Most of this pipe has the wrong ID but as I said I am talking to a custom intercooler manufacturer who may be able to assist me.

There's a thought - Existing tube solid - Will dwell on this idea. Thanks

Thanks Turbo, The original pipe (that I damaged) is metal - I think aluminium alloy but may be something else. Came with the partially completed project, so I assume sourced in AU.

Thanks Thruster, This is an part of an exhaust extractor system. Dont think SCAT would tolerate the heat for very long.

Hi All, I need to replace a hot air duct. The critical dimensions are ID & length. ID 61.6 mm x Length 550 mm Fitting over existing structures/supports is the reason for the ID (could probably get away with a little bigger, but smaller would be problematic). Original tube had an aproximately 1 mm wall thickness. I think OD is going to be around 2.5 in, in the Devil's measurement system that most suppliers seem to use. Note: measuring device (& operator) not as precise as might be hoped. Have tried all the aircraft suppliers of tube, that come up on Google - no joy. Tried a few commercial aluminium suppliers - min wall thickness 2 -3 mm in this size pipe, making ID way to small . Currently corresponding with a custom intercooler builder but not holding out much hope. Suggestions welcome

Friction modifiers have been around as long as man has wanted to make it easier to move one surface against another -be warned, even those that work, may NOT BE COST EFFECTIVE.

If this guy didnt oversell every point, the video would be 75% shorter. A real endurance effort to get through it - I failed.😈

With regards to the people offering training in a Decathlon out of Moorabbin, my understanding is I can't fly VH registered aircraft under my RPC and no flying in controlled airspace unless I convert to RPL. Is it possible to do endorsements in aircraft I can not fly solo? The answer, is contained in the proceeding comments from those saying go GA if RAA unable to help. An endorsement does not necessarily require you fly solo, so VH & CTA okay, with instructor on board.

If the endorsement you want is not available, in your area, through RAA school, it may be with a GA provider. No brainer!

Some may say "......having a basic mechanical understanding exposes you to GREATER risk."

SEE CLASSIFIEDS

Good luck. I spent two years trying to find one. Almost had two. Should have bought the first one & fixed the issues, such is life! The other was pulled from sale by the owner/builder, after accepting my offer - he had successful cataract surgery and decided he wanted to continue flying. The few others I considered, did not make the grade, for one reason or another. It wasn't a total loss; I learnt a lot - always good and now don't trust aircraft sales persons (even worse than the car variety). Eventually purchased an all metal one; Sonex Legacy/Rotax 912ULS 😈

This is what I was responding to; "I had the covers on the stab and tail, but that requires the stab to be at neutral position, and that means water cant get out.... so, leaving those covers off..." I had this problem with mine - a few strategic drain holes, in the cover, using a soldering iron, solved my water catchments problem.😈

No idea how or where this comes from???????

"I have a fixed pitch E-prop on 912 ULS" Speculation: The 95/98 RON debate is about detonation/load. You the pilot have an influence on the likelihood of this occurring. What prop pitch you set, the climb angle you aim for and rpm you select, will be the significant factors - all pilot controlled. Rotax used to specify 5200 rpm @ WOT aircraft tied down (static). This recommendation seems to have been dropped in favour of MAP & the pilot/engineer deciding from a range of RPM/MAP possibilities. I think the 5200 rpm static is still a good SAFE starting point for anyone selecting a prop pitch. Once the aircraft has been tested with this setting the pilot may opt for something a little diffrent/applicable to their "mission" objectives. Mission in this context includes aircraft TO weight, strip type (grass/gravel/sealed) & usable length (accounting for terrain/obstructions), etc Keep in mind that selecting a courser pitch (lower static rpm @ WOT) may impact negatively on your aircrafts take off role & climb out and visa versa. I would be concerned about a prop pitch that did not allow 5200 - 5500 rpm on a significan climb angle (load). In my area 95 RON has become quite scarce - most servos rationalising their offering to 91 or 98 RON.

I did mine with a GA flight school, Camden NSW. Rumour has it there is an RAA operation in Dubbo, NSW.

If any of them use an Airmaster CS, I would very much like to make contact to discuss pilot (me) operating shortcomings/observations. Initial contact through this Forums person to person service.

As most (in Au) Rotax 912 UL & S powered aircraft are using ground/fixed pitch props, the question of 95 or 98 RON is bordering on academic😈

Been wracking my brain (had to find it first) to come up with atopic that might just light a bit of a fire under this veeeeery slooooow Forum. Please put on your best thinking/speciating hat. Here goes: (Note: Not my EFB) The Story The above warning came out of the blue. System shut down in full operating order one day - Two days later turned on system, as part of prestart/fight checks, to check fuel levels (no other system on ) Screen warning as shown.. Air temps in high 30's, possibly even reached 40C. Next day; Removed ADAHRS from location aft of cockpit. Plugged in short connecting lead SYTEM FIRED UP as its supposed to. Painstakingly checked each wire (x9) installed (long) lead for continuity - all good. Plugged in installed lead - system works. FIXED???? Following morning Intended to go fly - above warning came on even before engine start Diagnosis (so far) Contacted Dynon Au (Horsham Aviation Vic); Receptionist guessed system failed due to hot weather. Technician sounded doubtful and advised a System Diagnostic Down Load to be sent to Dynon USA. Contacted Dynon USA, Technical - Problem common. When Units checked, no problems found💨. Down Load sent. USA (yet to analyse data) suggested RF (noise) interference from antenna (x2) COAX cables, running in parallel with ADAHRS connecting cable. USA requested ADAHRS be sent for examination - done! Horsham sending loan unit . What do the Brains Trust think - all speculation welcome😈