skippydiesel

You are correct Turbs - Camden circuit height is 1300 ft (1000 AGL). Having flown there quite a few times. I draw your attention (once more) to how wide the aircraft has flown - well beyond any of my poor attempts at a professionally executed pattern. The pilot is so wide, it suggests to me that he must have had an issue, possibly as early as up or cross wind. having pointed this out I dont think it leads to any particular conclusion, other than the pilots possible loss of situational awareness.

They have pages & pages

This crowd have an astonishing selection of battery isolator switches : https://automotivesuperstore.com.au/electrical/batteries-accessories/battery-isolator-switches

Narva's go to 120 AMP. Every battery to 150 AMP Okay - what do you think an 80 Amp version, was doing on the negative side of a start battery, in the boot of a muscle car??

Saw something like this in the boot of a "muscle car with rear mounted battery :- Manual reset - certainly don't want an auto reset (also available) in an aircraft that might be heading towards a fire situation. Removes the need for any sort of manual switching system - less weight/complexity Various brands out there. In this type/shape. price seems to range from $14 -$70 and they all look pretty much the same (some colour & labeling variation). AMP's from about 30 - 120 The larger photo purports to be a Narva product @ 80 amps (must be a generic photo) PN 55962 Size 74X48 mm (no height listed). I would be intersted in your collective thoughts on this type of battery isolator

"Basic spade connectors are an automotive invention, and you won't find them in certified aircraft" A lot of what we use in aviation has its origins in the automotive world. The biggest barrier to aviation adopting alternative technologies, is super/over caution /conservatism. Resistance to change is endemic within the light aircraft servicing world and in US manufactures. In my limited experince the Europeans are particularly open to innovation - my last aircraft was metric from nose to tail - my new one has an imperial airframe & a metric engine. ".....the chance an unexpected and inadvertent component movement could separate a spade connection." While this makes sense .. sort of? I am struggling to think of a component that might move in the way suggested. The theoretical component would have to come away from it's mounting/securing system-- unless bady installed this is not going to happen in normal operations -- crash? yes but even if secured with nut/bolts possible to sever/break wire - no further ahead. "The Japanese auto manufacturers have always led the way with simple superior wiring harness connectors that are sealed with o-rings. Well designed harness connections are always sealed against moisture, dust, chemicals, salt and other detrimental products, and are secured via screwed or other locking arrangements to prevent accidental disconnection." Yes I agree, the Japanese make a lot of good stuff. Is a "...simple superior wiring harness connectors that are sealed with o-ring" required within the cockpit/passenger compartment? I suppose it does no harm and if its main purpose, a secure electrical connection, is achieved, the rest is a bonus. "I'd have to opine some heat-shrink on a spade-type connector would provide the simplest and cheapest design for uncertified/experimental light aircraft." I agree and use this technique where appropriate/possible. Unfortunatly doesn't usually work, when joining to a component with integrated spade connectors.

Would be if the Petroleum Resources Rent Tax was greater than student HEC fees (tax on education) to Government. Another astonishing arse about policy. https://www.abc.net.au/news/2024-03-07/fact-check-hecs-prrt-richard-denniss-australia-institute/103553434

AGREEEED! Can't say I find the sound (weak) of the 2/ to be very reassuring🙃

Spade Terminals - I hear the detractors, understand your points BUT to date I have not had a problem. Could this be that I make a point of ensuring a nice snug/tight fit and wires are well supported (not subject to movement)? If necessary a carefully squeeze of the female spade and both genders are happy😈 I find the nut & bolt, plus a washer (or two) connectors to be fiddly and if this can be exacerbated by an awkward location (eg upside down, behind the panel in a tight corner, ridiculously close spacing, insufficient bolt length) it can be pure hell - dropped nuts/washers floating around the bowls of the aircraft, frustreated time spend looking for the same - give me a spade connector every time.😎 I like nut a bolt terminals, where I have good access, need to stack (more than one) ring terminals and have plenty of bolt length to play with.

The blue oil lines interest me - never seen blue oil lines before. I wonder if they meet the Rotax specifications? A clue might be in who supplied them - if Rotax dealership/agent probably OK. As for the 360 degree spring hose clamps - should be okay if correctly sized. In fact probably better than any worm drive as they deliver an even pressure all round and a will not loosed as spring takes up any shrinkage in hose. Rotax oil pressure & temps are not so different to coolant pressure/temp. FYI: Wal (of Flood & Rotax association) is recuperating from an operation - unlikly to be back at work for at least 12 months.

You exceed your knowledge base

Nothing wrong with AeroShell Sport plus 4 - It's what I have been using for he last 15 years or so. FYI prices range from $16.08/L - $28.50/L BEFORE DELIVERY, so be sure to check delivery cost which could be substantial. I think you may be missing the point - It about oil options/choice for the Rotax owner. The new Rotax XPS, full synthetic oil, has been developed to address high temperatures in fuel injected Rotax engines. It has recently been approved for the rest of the Rotax engine "fleet". It's only available through Rotax authorised suppliers/agents. I don't know what the price is but would expect it to be eye watering. For those few (in Australia)Rotax owners using AvGas - Apparently most full synthetic oils are not good at scavenging lead (from AvGas) but XPS has been formulated to do so. If you wish to explore the possibility of using a full synthetic engine oil, in your Rotax and don't use AvGas, XPS may be a step/cost too far for you - see the above advice from Rotax Owner Forum for alternatives.

Hardly - The advice is from one of the Rotax Owner Forum in house experts. If you can access it (as a non member) for the full discussion /advice: https://www.rotax-owner.com/en/general-tech-discussion/10053-xps-oil-for-912is?start=15

I have long pondered this matter😎 - Seems to me that you malign the brain and its involvement in procreation. Sure the male brain would seemingly be driven, by an unreasoned ( much like the male praying mantis) urge to have its body, join with almost any willing female. Males seem to spend a lot of time displaying their fitness, as a potential mate. So much so it can seem they have lost the focus of their activity. In humans this can be displays of risk taking (a significant contributor to higher (than female) mortality rate, muscular prowess, fighting peers, verbal bravado, etc - for the bulk of which, the brain would seem to be almost absent (as a reasoning organ). Typically males will lose weight, sustain various levels of injury (to the point of death) and in some cases be so exhausted by the effort, that the female looks elsewhere.😜 The female brain??? - now that seems to me to be a far more involved/calculating organ. The female brain is very much more present (than the male) when it comes to procreating. I would suggest that it is she who is chooser of an acceptable mate. The instigator of whatever preamble constitutes courtship. The decider to mate or not (sometimes seemingly on a whim). In certain species, it is she who decides that this is a long term bonding or a meare dalliance. In all of this, the female deludes the male, into thinking it is he, that is the leader/instigator/powerful individual. Romance ????? an artifact of (female) society.🤣

I have long pondered this matter😎 - Seems to me that you malign the brain and its involvement in procreation. Sure the male brain would seemingly be driven, by an unreasoned ( much like the male praying mantis) urge to have its body, join with almost any willing female. Males seem to spend a lot of time displaying their fitness, as a potential mate. So much so it can seem they have lost the focus of their activity. In humans this can be displays of risk taking (a significant contributor to higher (than female) mortality rate, muscular prowess, fighting peers, verbal bravado, etc - for the bulk of which, the brain would seem to be almost absent (as a reasoning organ). Typically males will lose weight, sustain various levels of injury (to the point of death) and in some cases be so exhausted by the effort, that the female looks elsewhere.😜 The female brain??? - now that seems to me to be a far more involved/calculating organ. The female brain is very much more present (than the male) when it comes to procreating. I would suggest that it is she who is chooser of an acceptable mate. The instigator of whatever preamble constitutes courtship. The decider to mate or not (sometimes seemingly on a whim). In certain species, it is she who decides that this is a long term bonding or a meare dalliance. In all of this, the female deludes the male, into thinking it is he, that is the leader/instigator/powerful individual. Romance ????? an artifact of (female) society.🤣

I get particularly annoyed by the misuse of the word "Fertile" Fertile refers to an organism's potential to produce offspring. It can be applied to both genders. It should not be used to describe success or otherwise, in producing young. Nor can it be applied to a population (high/low) as, in the absence of some other factor eg like mass sterilisation, the population of breeding age, will remain fertile (within the normal distribution range). True there are situations where an individual will have low/nil fertility eg a human female after menopause, a castrated male, etc. Fertile can also be used to describe soil ie fertile soil has the potential to produces more plants/crop per unit area, than infertile soil. The correct term is fecund, fecundity. A male/female could, potentially have low fertility (few eggs/sperm), however due to opportunity, may have many offspring ie he demonstrate high fecundity. There is no such thing as a fertility rate but you can have a rate of fecundity. Google it and you will find an Americanised confusion of fertile/fecundity, pretty much purporting to mean the same thing - they do not. Example: Your spinster great aunt/uncle was not (necessarily) infertile because she/he chose not to marry and have children. On the other hand if you are one of many siblings, it could be said that your parents were, in the first instance, fertile, chose to maximise this potential and demonstrated considerable fecundity, by producing a small tribe of similarly named children.

Not true - "Gay" may have been the way homosexuals described themselves, however it did not become the accepted meaning, amongst the wider community, until around the 1960-70's. Its change in meaning (now so narrow) is unfortunate, as its original meaning conveyed so much about someone state of mind, or the atmosphere in a get together, a tune, etc.

Seems to me that, in my lifetime, there has been a trend away from precise language - popular news media the likely source of the problem. EG "Petrol" seems to mean any liquid fuel used to power a vehicle. "Fertility" describes almost all matters associated mammalian reproduction. "Bathroom" covers facilities for depositing bodily waste and cleaning oneself. The all encompassing "Cessna" meaning a small aircraft. "Gay" no longer means happy and on and on

They are just figures for engine cooling management that I adopted at the time - seemed to work for that aircraft. Personally, I find any temperature below 21C to be cold and above 35C to starting to get a tad warm. 40C is hot , 45C a bit of a scorcher. If you add significant humidity to 30C and above the perceived temperature seems to be about 5C more and getting a bit sweaty😎

Interesting - The comments about gras V sealed runway. I did the first few test flight hours in my tail wheel Sonex off a sealed runway - all good. Then I transferred the aircraft to an all grass airfield - all good. Next 50 + hrs were all on grass. Just recently tried a few touch & goes, followed by a landing,on a sealed strip - awful. All over the shop. Thought it might have been the slight down slope and the relativly narrow runway, throwing out my judgement - probably was BUT now you raise another possibility. I will have to do some (lots) more sealed strip landings, to get my skill level up to the equal of landing on a nice wide grass runway.

Well there you go - I apologise for my assumption that your aircraft has a cowl - I see so few aircraft with open to air engines, in fact I can't remember when I last saw one, must have been many years ago. I guess you have little choice, other than to restrict airflow for each heat exchanger, if you want to raise temperatures.

Everyone seems to go for the air inlets (when reducing flow) - On my last aircraft, I found it easier and very effective, to have Winter & Summer fixed cowl flaps. The Winter flap, went on when day temperatures consistently remained below 25C and off when temperatures consistently went above 25C. As I had an overcooling situation, in the warmer months, I replaced the large Winter flap with a very much smaller Summer version. The flaps were just shaped Aluminium sheets, held in place using small screws/washers/lock nuts. The larger flap, had two small aluminium angle stiffeners/ribs pop riveted to the inside, to reduce the chances of flutter. I probably went through three test versions of each to get the right size/air flow restriction.

Decided to "bite the bullet" and fix the problem, as I should have done, from almost the start of this saga. Way too many lazy/easy fix tried with only moderate improvement. The aim; to increase the existing clearance (12 mm) between exhaust header and engine frame by about 10-12mm, giving a total clearance of 20-24mm First stage - make a jig, using existing pipe, to hold the parts in the correct alignment. I have decided to have a go at modifying what I already have. This will mean removing a small section of pipe just above the elbow coming out of the head. The remaining elbow can then be rotated. A slight bend will have to be created in the long straight section. The resultant "gap" will need to be bridged/filled with a short length of elbow. The hope is that the head & muffler ends will remain in the correct alignment. Assistance/suggestions/comments - all welcome.

Especially the steel pin - the plastic type are not sufficiently robust.

I am very intersted Blue - Is this what you are referring to? What experince do you have? Are there others, suitable for aircraft?