skippydiesel

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A flying KitFox probably weighs in at around 500 kg (For max TO/empty weight, etc https://en.wikipedia.org/wiki/Denney_Kitfox.) Has a lightweight mostly tubular metal frame covered in fabric - which will collapse on impact dissipating much of the impact energy. Should one somehow come into contact with a substantial structure, like a house, the likelihood of penetrative impact is low. You are remarkably well informed, on aviation, for someone who seemed to be just a neighbour/member of the general public???? I am starting to question the motivation behind your thread.😈

I acknowledge that Council regulations will vary, however as a general observation, you do not require Council approval to land/take-off from your private property or give permission for another to do so. You will require permission to build a designated landing ground (LG) & construct it according to CASA (?) specifications. This does not apply to landing in paddocks or on farm roads. You will also require Council approval to make a LG available to the public/aviators (without invitation) or should you demand remuneration for using it. There is likly a fine line between commercial remuneration and donations to assist with upkeep.😈

The commentator does a terrific job of analysing this incident, with commendable empathy for the pilot & passengers.😈

In general the greatest load/demand on your engine is from start of Ground Run to top of Climb Out. The ideal rpm setting to address this demand, will be one that is past peak torque (in round figures - minimum 5200 RPM for Rotax 9's). Torque is a measure of the engines ability to do work, usually illustrated as a curve (see below). If your engine is operating ahead of peak torque, any reduction in rpm caused by additional load, will be accommodated by an increase in torque & no additional stress on the engine. Few pilots can maintain a constant load on their engine, in other than perfectly smooth flying conditions, so fluctuations in load are the norm. Operating at or below peak torque is likly to place unnecessary stress on your engine and will reduce aircraft performance when the inevitable increase in load occurs. Rotax recomend that its 9 series engined be operated in the range of 5200-5800 rpm for TO (minimum 5200 rpm). "In my Vixxen I have taken to flying about at 4000 rpm and looking at the details below when I go for a jolly" I would call this "loitering" - Your engine speed is perfectly acceptable in this flight condition, as long as a altitude can be easily maintained and you put "power on" to climb. "This gives me 60 to 70 knots , vs 27 knot stall speed" Engine setting , in this case, has little to do with stall speed other than you need to be aware that you have reduced your margin of safety above stall. "Am I risking damage to the engine?" No! I would council extra vigilance not to attempt to climb(load the engine) your aircraft while loitering.😈

Addressing me? Yes I crashed my Zephyr on landing on a very dodgy farm strip - now about 5 years ago. I am still ashamed of the poor decisions I made and the damage caused to a truly astonishing little aircraft. The Zephyr has been put back into the air, by her new owner.😈

As stated, gusting wings can impact on aircraft performance close to the ground. It's part of the pilots job/training to accommodate this phenomena. Generally wind does not cause an aircraft to stall. The prudent pilot will configure & increase the aircraft approach speed, to better handle gusting conditions. In the unlikly event of a stall on approach to landing, the aircraft will still have forward speed - it would need to stall at some distance from your home to hit it AND is likly to divert from its original flight path ie away from your home 😈

As stated earlier, aircraft take-off & land into wind (headwind) as this reduces the distance required and reduces the ground speed. Tailwind takeoffs/Landings can & are done - personally I would not try over 10 knots (18.5 kph). Once airborne the aircraft responds to its own airspeed (is independent of wind speed), however when close to the ground, sudden changes to wind speed & direction (gusting) can have a significant effect on aircraft performance. Commuting; While many fantasise about the potential commuting via small (fixed wing) aircraft, combining business & pleasure, the reality is its an unreliable mode of transport, that is only feasible in relativly benign weather conditions. Logistically it also has problems, in that a vehicle must be available, at at least one end of the trip (unless the pilot/pax can walk from the landing ground to work).😈

Dermot McD, Suggest you join the Rotax Owners Forum https://www.rotax-owner.com/en/forum- Your questions will be answered by very experienced people and you will have access to the latest Installation, Maintenance (Line & Heavy), Operator, Manuals.😈

Me thinks you are showing your age - flight engineers not so much in demand these days😈

Very good! So not the C172 listed in your bio? My last aircraft had a 30 knot stall speed, I could still manage to control engine speed (5200-5500 rpm) with attitude and climb out at 1000 +ft /minute. I think most pilots are trained to adjust power/ attitude at around 500 ft (assuming no additional risk factors) Dont know your experince/training however you should know that best angle of climb (VX) creates its own risks that must be measured against best rate of climb (VY). If you are consistently operating your engine below optimum (min 5200 rpm) there is an elevated risk of premature failure. There may also be problems quickly achieving a good glide speed, in the event of engine failure, due to high initial angle of attack.😈

To the best of my understanding , you have no legal right to the airspace over your home. Nor am I aware of amy any general legal restriction to landing on your own property or that of a cooperting owner. This is not the end of the story - Most pilots do not wish to antagonise their neighbours and will if possible adjust their flight path to accommodate your concerns. It would seem that you have raised the matter with the pilot neighbour, without a mutually acceptable outcome - unfortunate for both parties. While the risk to your house & its occupants has been elevated, above pre landing activity, by your neighbour - it may not be as significantly more so than your emotive portrayal would suggest. The perception (fear) of elevated risk, by the public, from aircraft flying overhead, is greatly exaggerated. This fear has to a large extent been fueled by hysterical & inaccurate media reporting. Aircraft rarely hit buildings and almost never fall straight down (even when stalled). I don't know your house location or its surrounds, therefore what its existing risks may be eg could it be at the bottom of a steep hill, justabout where a vehicle brake failure causes it to impact your house, flood/fire prone area, surrounded by trees that may fall /drop limbs create an elevated fire risk, is its electrical/gas supply systems all in good safe condition, do molds grow on the ceiling of some rooms, etc? How do you know the aircraft is at 150 ft above your house? Most people are very bad judges of aircraft altitude. Unless you are able to substantiate the height, do not mention it as a known measurement. How frequent is this aircarft activity? 1/day/week/month - goes to the quiet enjoyment of your property and that of your neighbour. I assume your neighbour owns or has permission to land on the property, as landing on a private property, without permission, is against the law (forced/emergency landing excepted). There can be no harm, hopefully some good in you making another attempt to discuss the matter with your neighbour - try and avoid emotive arguments (children in bedrooms, assumed heights) and go for what most people would agree is the presumed right to the quiet enjoyment of your home & property. If your neighbour is unable/unwilling to compromise, I can only suggest an appeal to your local council- they may have some restrictions on aircraft landing on private land. 😈

"5200 rpm is the minimum recommended" - True! Also true, that a higher rpm is likly to be easier on the engine. "The static rpm will depend on the propeller and aircraft speed" - This statement is not correct. Static means not moving (aircraft usually tied down). Static rpm is measured at WOT, has nothing to do with a conventional propeller type/make (unless one of the new fandangled E props) rather the prop blade pitch setting. "I get about 5300 rpm static but only 5200 on climb out." - Without more details, & assuming you are not using an E prop, I would guess your Climb Out attitude is too steep. Lower the nose of the aircraft to allow for more airspeed and higher engine/prop rpm. Your engine will thank you for it.😈

Interesting! Pretty comprehensive list with a couple of oddities; "Change oil filter or air filter". Why not both? "Replenishment of hydraulic fluid." Why not replacement as well? 😈

I apologies if you feel aggrieved - I understood the subject to be about the amount of oil required & the cost - "You'll likely do first change at 25 hours and the purge will use a little oil (I'd don't reuse what is collected during purge. Therefore you will need at least 9 litres first fill, 25 hours change and stock on hand for next 50 hourly." The general thrust of your statement, I agree with - need more than the 3 L approximate capacity. I used about 12L + over the first 50 hrs. Your statement about purging & the amount of oil, is not as I have experienced (now on my second Rotax 912ULS & some 1000+ hrs). As a possible new engine strategy, I offered my approach (Rotax advise at least one less oil change). I stand by my advice and intente.😈

Sorry, I disagree. Rotax have a recommended STATIC (tied down/aircraft not moving) engine speed of 5200 rpm @ WOT. As you have an In -Flight - Adjustable (IFA) prop I would suggest that you set your system (prop pitch and in cockpit selector) to Fine /Take-Off mode, and re do your test. Adjust pitch and or in cockpit selector to achieve something close to 5200 rpm @ WOT/Static. 5200 rpm Static will likly give you a Take-Off & Climb-Out engine speed of around 5800 rpm. This is the Rotax max admissible rpm, for 5 minutes and will give you best performance/safety, in this phase of operation. Ideally, when your feel safe to do so, you can change your prop to Climb mode - at WOT this should be limited, by pitch setting, to 5500 rpm (continuous). Lower rpm can be achieved (minimum 5200) by reducing throttle and or increasing attitude. Over several test runs you will determine best airspeed/climb if not already specified in POH (RAA have a comprehensive test document (pdf) that may assist you) Again when you elect to change your prop to Cruise mode - your rpm will be that which you have set the system for (Max 5500 rpm) - most will go for better economy and have a rpm in the 5000-5500 rpm range (all at WOT). As PIC you will likly not Cruise very much at WOT, choosing a lower more economical engine power setting, however engine speeds should stay within the 5000-5550 rpm range. To optimise your prop settings for your airframe, record INFLIGHT Mode, Engine Speed, Air Speed, Altitude (or density altitude) & fuel flow (if no fuel flow indicator, average fuel consumed) - make adjustments and repeat until satisfied. Aircraft load, density altitude, wind speed/direction, runway surface conditions will all impact on performance.😈

Rotax recommended oil & filter change interval is 100 hrs. I did my first new engine change at 5 hrs + filter change. Second @ 25 hrs oil only. Third @ 50 hrs + filter. From then on oil only at 50 hr intervals - filter @ 100 hr. The"PURGE" has little or nothing to do with oil change intervals per say - its to remove air from the system. Should only need to be done for a new engine (never run) & removal/replacement of oil hoses. The very small amount of oil, that is collected during this process, can be returned to the engine.😈 The standard refill is 3 L, however it would be wise to have at least another litre on hand, incase your system takes more or you spill some. You will need a little extra (probably 100-200ml) for topping up / 50 hrs. Total 4 L (MINIMUM) . $21/L is not a bad price. Last carton I purchased was about $20/L delivered. You will do a lot of research to get a few $ lower. I split the cost/carton with another Rotax user. Be Warned! There was a Vic supplier offering for about $16/L - then jacking the delivery cost so high, ended up being one of the most expensive.😈

It is highly likly that the maximum static rpm (fine pitch) should be 5200 rpm. Your taxi test at WOT / 3800 rpm / course (maximum) pitch , serves no useful, purpose and is likely to be placing excessive stress on the engine/gearbox. At flight cruise speed /course pitch, I would anticipate that your engine would be delivering 5000-5500 rpm.😈

To the east of my (limited) knowledge; Existing rules- Only factory built aircraft (subject to one form of certification or another) can be used for hire/reward. As such. the owner/operator can not legally make any modifications to the aircraft without manufactures/factory authorisation. Some factories are more flexible on this matter than others. Owners wishing to investigate changes to their aircraft, should contact the factory seeking approval to do so.😈

I also stand to be corrected ; As stated earlier - An owner can not do own maintenance ,on an aircraft that is to be used for hire or reward . As I understand it this includes factory (Reg 24, etc) built aircraft. Sorry don't seem to be able to remove the undeling function.😈

You or your W&B person can set whatever datum point you choose. Common locations are spinner tip (unreliable as spinner can be changed) leading edge of wing. 😈

An owner can not do own own maintenance ,on an aircraft that is to be used for hire or reward (that includes instructing) - The only exception being, if you built the aircraft, then you can be instructed in it and do the maintenance.😈

Anyone care to respond to my questions??😈

Typical bureaucratic contradiction - goes to interpretation by inspector. 😈