skippydiesel

I understand "joining X wind" to mean the pilot intends to join the circuit, crossing the airfield at a point between the up wind threshold & midfield. The objectives are, for the joining aircraft to # not conflict with fast climbing aircraft climbing out, to be # in a known 3 dimensional position. The use of the word "midfield" is redundant ie does not enhance awareness and just adds to the length of the transmission.

Via Forrest - Fuel IS the BIG consideration My assessment of the options for fuel on the inland/railway route via Forrest : Refuel with AvGas @ Forrest - No problem. Rotax will accommodate the resultant "shandy" with 98 RON. Cost may be a factor. Carry additional fuel - I will have 2 x 20L fuel bladders with me, that could containe 98 RON. If needs be could add a third 20L. This would add > 4 hrs to my duration, still air > 1339 NM. There seem to be a number of auto fuel possibilities, close to ALA's , along the Stuart Highway, well within range but of course all would have to be contacted/verified before decision/launch time in Perth. Not entirely comfortable with idea of carrying fuel in the cockpit area but many have done it before me.

Interesting! Speculation: Motors in the wheels delivers; True 4X4 without the need for complex systems to overcome torsional wind up Potential for each wheels traction to be controlled by the "drive" computer = Much better acceleration, safer cornering, braking and control on sub optimal surfaces (oil/gravel/ice) Places the weight of the vehicle were it needs to be for optimum traction and minimal body roll Potential for optimum body design/shape to minimise drag, while maximising internal space/layout Zero transmission efficiency loss Simplifies construction (cost efficiencies) and same basic motor/wheel may be used across many diffrent body styles.

Thanks again, Any thoughts on most auspicious weather time(s) of the year??

Ah hhh! "Flushing Oil" - The memories that little phrase brings back -magic in a can. I still have a container of it gathering dust on a shelf somewhere. A redundant concept now, with the almost universal use of high detergent engine oils.

Slow day in The Forum "Recreation" as in recreational pursuit - activity done for enjoyment when one is not working. Often involves learning and maintaining/practising a skill - The word recreation is derived from re create, as in to make oneself again, in this case diffrent to your work or other activates. Private/recreational pilots learn to fly to re create themselves, develop new skills, enjoy a challenge & the magic of flying, continue to learn & maintain/enhance the skills acquired. It seems to be a very human trait, to add complexity when non is needed (electric trim/autopilot/autoflaps/CS props/ EFB/ etc etc). I, along with many others have often commented on the over enhancement/complication of small recreational (RAA) level aircraft . Thanks to miniaturisation & computers, small aircraft can now be equipped with systems/capabilities formally only found in airliners/military aircraft. There is no doubt that, technology's of this kind, can enhances safety and reduce the "workload" ( eg OzRunways ) so the pilot is freed to enjoy other aspects of the flying experince BUT it is a "two edged sword" as it also "dumbs down" the pilot who now does not have to maintain his/her skills in planning/ meteorology/ WB/ tracking/etc. This does not bode well for the pilot, who becomes dependent on these systems, when they fail/malfunction, these small aircraft rarely have system redundancy beyond the skill/knowledge of the pilot to adapt and manage the situation. While I support the right of an owner to fit out his/her personal magic carpet, with whatever "bling" systems they desire, I can not help but wonder at what drives such excess, after all it's supposed to be about recreation.😈

Thanks Burnie - Yes its the use of the word "midfield". I am far from the most disciplined exponent of aviation communication but do recognise that standardised phrasing/words make for better understanding/ safer sky's. "Saying joining 'anything' without the runway is not helpful particuarly on light wind days." It seems to me, that most if not all minor airfields should have nominated (in ERSA) runway for light/nil wind conditions. While it is always the PIC's prerogative to nominate his/he landing direction, it would greatly reduce confusion (increase safety) if there was a known/documented preferred runway.

Supposedly , our oil " should " be changed for " Summer & Winter " . I think this practise has largely been made redundant (in relativly temperate climates) by multigrades oils.

Good question. Speculation: The oil should be good for long term ( guess @ 5 years ??) storage & subsequent use, if stored in an airtight container, full or almost so, away from extremes of temperature. ".....ascertain quality before release of sale." The fact that such tests are required for Av oils would suggest to me that some deterioration , in storage, is possible/likly (?) Depending on the value/importance of the engine, I often use oils, leftover from previous services, without any apparent ill effect - talking mowers/pumps paddock basher, etc not aircraft or my road vehicle. Strange that some knowledgeable Forum person hasn't answered your question.

2. ............................... advise midfield cross at circuit height to join downwind. Hmmmm! Far from knowledgeable on these things, however not sure that "midfield " is a recognised term/joining procedure. Do you mean joining cross wind?😈

Christin In the light of your intention to carry out beach landings you may want to consider whole of airframe corrosion resisting treatments; I have used Tectyl 506 in marine & agricultural environments, as a corrosion inhibitor. It's a sprayable wax that is usually thinned to spray or "fog". I have found it to be excellent. Best applied with the appropriate "gun" An earlier respondent mentioned aircraft specific ACF-50 and I have heard of ARDROX DINITROL AV8 . Being aimed at aviator, I imagine they will be costly. Note: I have no experince of these products.

Hi Blue, All good however I have a small but think significant, variation; I like to overfly (above circuit height) & make an Overhead The Field call, especially when landing at a strange, to me, airfield but even on my home strip. This does several things; Confirms wind/ circuit direction Helps with visualis coming ground opp (where is the Clubhouse/ parking, in relation to active runway, exit taxi) Check for; maintenance activities, animals, etc Gives me time & perspectives find aircraft already in the circuit I make an overhead call - this places me within a small 3 dimensional location, for other pilots (in or entering the circuit) to locate me. Included in my OH call is my joining & landing intention (from, X wind, ful stop/T&G) The above is not required and does slightly add to the time aloft however it helps me and I hope informs others pilots in the vicinity.

I did mention : My Sonex Legacy has been undercoated/treated, during the fabrication/pre assembly stage, using the following spayed on products: External: DeSoto 51X349 Internal: Alodined,/ BMS10-11 As I was not the original builder of my Sonex, I don't know what the selection process was for these products however I am assured they are both excellent anticorrosion coatings for aluminium aircraft.

You talking aviation or automotive oil? I believe aviation oil is certified. Certification requires that the oil be sampled periodically(??) to determine that it meets the standard/or not. If its Av oil it will have a date on it.

Thank you for your generous invitation. It would be great if a "gaggle" (number of small aircraft flying in company) could be formed. More fun & safety in numbers.

Had a good time plotting you trip on OzRunways and taking in your comments on fuel, weather related change of plan, etc. Please confirm: - You refueled/topped up X 4? Managed to avoider using AvGas? Did not land at any security (ASIC) controlled airfields? I fly a newly hatched Sonex Legacy/Rotax 912ULS, cruise duration (at 75%) is about 6 hrs, with 45 min reserve. Should be enough to, safely, get from one refueling field to next, without stress. Your X wind advise is particularly germain, my aircraft is a tail wheel & I have low hrs in it. My planning has changed often with Serpentine always being the final destination. Sometimes I follow the southern coastline of WA all the way round, alternative up to Kalgoorlie and then west. I have various routes across NSW however SA has remained fairly consistent (mostly following your track). My return has been following the railway line, via Forrest - fuel consideration, seems to be a lot more challenging but weather more consistent inland compared with coast????

Hi Philster, I realy appreciate you taking the time to write out your trans Australia schedule & experince along the way. When I do my trip to Perth (Serpentine??), I will be departing The Oaks (SW of Sydney) just a few Nm further east than Wentworth, but asides from that, your story provides excellent information & invaluable advice. I will use it to update my OzRunways plan. Thanks again.

Technology/systems change - humans, mired in habit/comfort zone, are often reluctant to adopt - just an unfortunate fact. Your past/current experince, with highly toxic materials should have taught you, that personal protect equipment (PPE) is considered to be the last resort in protection, after all alternative safer options have been considered & rejected. "I am not a cheapskate..." No one suggested you were a cheapskate. "I do the right thing for the right job to be as efficient as possible." I would hope we all aspire to this. How is this relevant? "I was asked for my advice.." Yes and generously gave it. I did the same, offering an alternative hopefully safer product - you challenged my advice/experince - "Iso is no where near as good as acetone". No problem. I just happen to think you are wrong. "...I will do as I want to.." and I will support your right to do so - goodonya! "...still laive & kicking" - yeah! another favourite, comforting statement by those unwilling to contemplate another possible way. Well we all know of/heard of the person who smokes a pack a day and lived to 100 - Unfortunatly an exception does not a scientific/statistical probability change. ".....why would I think I am a hero????" Not so much a hero but making what I would consider to be a heroic/bravado argument. Your words/statements - "...don't be a pussy....- I use much more carcenogenic liquids..... - Use the best stuff for the job. Anything can kill you" "I really dont care for your opinion on it either way".. Abundantly clear my friend - why respond? "...this is my opinion and I dont have to explain it to you or anyone." True - but you seem to be😎 "Do what ever you feel comfortable with." Thank you "Mark." - My unreserved apologue - you use my nom de plume, yours is Kyle Communications, out of respect, I have referred to you thus. In future I will use Mark😈

No offence Kyle but why use a nasty to you & the environment product, when something else just as good (for paint prepping) exists, is far less dangerous and is possibly cheaper. In your eyes you may be a hero "I use much more carcenogenic liquids" but when technology offers a safer alternative, what's to lose???? I have worked in agriculture all my adult life - I have heard your sentiment expressed, regarding all sorts of chemicals, so many many times. The bottom line - there is no such thing as a safe chemical. PPE is a last resort, a very long way behind using a safer product, which should still be used with PPE.

Yep! That's how I purchase it in 5L containers from my local wholesale cleaning products supplier. The stuff you get from Bunnings etc is in very small volume and cost a fortune. I usually decant into a spray bottle - great for all sorts of cleaning/degreasing jobs. I suspect it "conditions" a painted surface, such that overpainting takes/key in better

Thinnes will do the job (may containe Acetone). Unfortunatly it's nasty stuff (may also be more costly) compared with Isopropanol. I learnt about Isopropanol, as a pre paint surface cleaner, when I did the refurb of my Zephyr, using a US certified aircraft paint system - it was their go to prep product. Have used it ever since for all sorts of cleaning jobs.

All of the above, depending on the situation. It almost seems like you are searching /looking for a rule. The student MUST be taught to respond to the dynamics of the situation in/approaching/departing the circuit and communicate accordingly. I operate on the basis that at least two calls are required, even if there does not appear to be any other aircraft in the vicinity.

A possibly less nasty substitute, for Acetone, is Isopropanol (100%) - cost effective purchase from wholesale industrial/domestic cleaning suppliers

My personal theory & practice; I believe that, when in flight, human eyesight is poorly adapted to spotting other aircraft, ergo any help that I can get/offer will assist in making that so important visual connection when in congested (circuit) airspace. I also believe in air courtesy - making it easier for other pilots to know where I am & what I intend.

The carb vents(s), two into one, with a perforated brass tube at the end, was in place when I purchased it way back about 15 years ago now. I assume that it was ATEC Zephyr installation and left it as is (replaced tubing at 5 year interval) System worked perfectly for me. Engine ran like a sewing machine, never a problem. At 100 knots, 5200rpm, Fiti prop set for 5200 rpm static, with full fuel and just me flying delivered a tad over 12L/hr (including TO/Climb/landing). "... engine mount threads were very short....." Have no idea what this means - please expand.