pluessy

When I used to fly long trips (7-8h), I always printed a rough flight plan the day before for the 2 most likely routes (1 inland, one closer to the coast). Completed all way points, tracks & distances and just left the wind, GS and heading off. Then in the morning, I re-checked the weather/wind (Windy.com) and picked the route and altitudes that were more favourable and transferred the wind, heading, GS and time interval from OZrunways to the paper plan, updated NAIPS and off I went. Kept the paper plan updated as the flight progressed. ipad going blank from over heat or having some other hissy-fit, no problem, just keep flying the heading to the next waypoint. Gives you time to cool/re-start the ipad and concentrate on FLYING instead of fiddling.

Hi Blackhawk, I have a set (S/number 210) but it is not quite complete. I have to check which sheets are missing when I'm home later in the week if you are interested. I bought them from Junqua directly, back in 1990 or so.

Engine? Hobbs brand/model?

When I used to fly longer distances, I was always looking for places with Mogas (servos) in walking distance. Having a small airport with fuel only for planes makes it expensive and the danger of fuel going stale due to the low volumes. The best approach would be to build a service station for cars/trucks and a taxiway from the airstrip👍 The airstrip is only about 300m from the main road, so not an excessive distance if you can go pretty straight. UL95/98 off the bowser and Avgas from drums. Where is the nearest servo?

I usually get a couple of 3/4" heater hoses that have the required bends in them, then cut them up for the sections I need. My installation (Tecnam P92) has only short hoses with steel pipe between, so relatively easy to get suitable hoses. Do you need a long hose with a 90deg bend?

Batteries only gas during charge and heavy discharge. When rebuilding the post(s), we simply opened the caps while getting everything ready to vent any H2, then put them back on and no problem. More batteries went "boom" when removing the battery charger clips without turning the charger off.

you can also use a soldering iron or one of these small gas torches to just melt the lead around the hole and top it up with fresh lead or solder. In the old days, it was quite common to rebuild worn battery posts by fitting a steel collar of the correct size & taper (+ and - were different) over the worn/damaged post and use an oxy torch to melt the lead and rebuilt the post. If you need to drill the new holes partly over the existing holes, the epoxy solution could cause the drill bit to wander off. Filling it with lead only will prevent that.

It would also make a better impression if the manufacturer's names were spelt correctly.

self-energised CDI, power is only required for the soft-start modules (ignition retard during cranking):

Some of this data is out-of-date. No one is using the Hirth F33. The most popular engine now is the SE-33, a converted industrial V-twin, delivering about 33hp (a 35hp tuned version is also available). People with need for more power are using the 50hp Hirth F-23. The LSA version from Skycraft never eventuated. There are UK SSDR and German 120kg Klasse compliant versions, some European countries accept the factory-built versions while most other countries are amateur-built from the basic kit (plans, wing, fin & elevator spars) up to 51% kits. SD-1 Minisport brochure.pdf

It was mainly on the rotary engines (Gnome Monosoupape), they had no variable throttle valve, only minimal control on the valves and cutting the ignition either all or some cylinders. This resulted in the typical engine noise of engine off - engine on when coming in to land (same while starting up/idling/taxiing). https://en.wikipedia.org/wiki/Gnome_Monosoupape

The piston & diaphragm don't move unless the throttle has moved or the engine rpm changed. The piston has a very close fit with the guide tube and that captured volume acts as a damper. The passage of the vacuum port to lift the piston is also very small to reduce or just about eliminate the pressure fluctuations and piston movements. SU and Stromberg CV carbys have an oil-filled guide tube acting as a damper, mainly to reduce the movement when opening the throttle (lack of oil is noticeable by a flat spot when quickly opeing the throttle).

I met Helmut (the owner) a 5-6 years ago when I was looking at the Terrier. I didn't like the way you had to climb over the gear leg and squeeze through the door to get into the seat. At that time, he was talking about out-sourcing the fibreglass work to China. He still had all the moulds for the components at his shed/factory. Not sure what happened since then.

My Tecnam has a very small overflow bottle (200ml) and I get a 10-15mm level difference between summer and winter (engine at ambient, temp around 20deg different). Very important to know your cold (ambient) level. Older 912s don't have the "window" so if in doubt, you need to remove the radiator cap to ensure the coolant level is at the neck. The fluctuating gauge reading could indicate an air lock/bubble, faulty wiring or sensors usually result in fast movements of the gauge. Being an EMS, that will depend on the dampening factors.

Thought the same. They really hit hard on the "where is the justification" which is my main gripe. No data at all from ASA to justify any change at this stage. The survey from RA-Aus might have shown them where our position is and they have repsonded to ASA accordingly.

It depends how you value the 3% of lost power. If it is non-measurable in flight performance: no. If it is making a difference, maybe yes.

With all of this talk about getting a transponder to be able to use class E, what about some small aircraft (single seaters) with very limited panel space! I will not be able to fit a transponder in my panel/cockpit that is reachable in flight. And that is the incomplete panel, still need the fuel level tube and a few switches installed. I will have to crawl around the Atherton Tableland like in the old days with the limit of 500'!

I did get a response to my question: we are working on it! there is a very rough outline in one of their presentations, showing the “J-curve”, which is roughly where the lower limits would be applied.

If you read between the lines of this proposal, you see that they are dividing the class G airpsace into 3 catergories: low, medium and high density: As part of this program, Airservices is proposing to lower the base of Class E airspace to 1,500ft (AGL) in medium and high density enroute airspace between Cairns and Melbourne in December 2021. It is not the whole area. More than likely, it will be some decent areas around every airport with RPT and other busy airports and low-level transit zones. Without Airservices providing a map, we simply don't know how much it will affect us (with no transponder).

I have asked the question on the Air Services website re the maps. This proposal is useless without maps showing what "their" perceived medium and high density airspaces look like.

Oil temp is just an indicator for the temperature of the bottom end, CHT is the top end. If you start a cold engine and go to full power, the engine wil warm up unevenly (cylinder head and barrels warm up nearly instantly under full power) while the crank case is still cold. The different temperatures lead to different expansion of the components and many joints will be subject to minute movements. Over time, this will lead to oil leaks. VW cars were quite well know for this. Drivers who gave the engine time to warm up had clean engines, the drivers who jumped in and floored it had oil leaks from the barrel base and case. Same for the Alfa Romeo all alu engines. Once warm, you couldn't kill them but don't try a cold start and then full power.

I'm also just the messenger🙂

FYI, Pete Plumb (O-100 creator) has passed away a few months ago. The O-100 project might continue if there is a suitable buyer for the IP and tooling/processes. 1/2 VW output ranges from 28hp (840cm3) to 45hp (1200cm3) and weigh arounf 39kg (single magneto, direct drive, without electric start and alternator) to 47kg (direct drive, dual ingition, starter & alternator) So, if you are looking for an alternative for the 1/2 VW, there is very little out there in that hp range and weight. HKS 700E (55-60hp), Verner JCV-360 (35hp), Hexadyne P60 (60hp), Jabiru 1600 (56hp) and a few more have all gone down the gurgler. The Kiwi design Aviator HFA seems at a standstill since 2015. The few options in the 4-stroke 25-40hp range are converted industrial V-twins, either direct drive or with re-drive. There are a couple available complete from Europe, primarily designed for powered chutes and hovercrafts.

The problem with disposable batteries is that the manufacturer doesn’t have to disclose the battery capacity. So you have no means of comparing batteries based on $/mAh. The other factor is when they start to leak and wreck your appliance/instrument. I lost many because I forgot to remove the batteries before putting them away.

You really need all 3, filter, magplug (if fitted) and oil sample to get the full picture: the filter and mag plug show the accumulation of the wear over the time frame since the last change/clean oil samples are a snapshot at the time of taking the sample, they are subject to variations due to incorrect sample taking processes The oil sample results are also limited in the size of the particles that are detected. All elemental analysis (Fe, Cr, Al, Si etc) is limited to about 8 micron in size. The PQ is ferrous material in the 10-200micron range. All the bigger stuff is not reported unless it is visible in the sample. The filter catches everything bigger than about 10-20micron (chewed-up O-rings, piston pin plugs, brass thrust washers etc) and the mag plug catches the magnetic particles that are floating past (more important in engines with gearboxes). They are like an insurance, you hope that you never see anything but you will be glad you checked when you do see stuff. Oil analysis, filter inspection and mag plugs can only detect failures and abnormal conditions if they happen over time. A rod bolt failure, dropped valve, conrod/bearing failure etc cannot be predicted with this type of condition monitoring, unless it is preceeded by abnormal running conditions that do show up in oil sample results (excessive oil temps, fuel dilution). The one value of the oil sample is the oil condition indicators. The ALS report is pretty poor in that respect, there are very few oil condition indicators (only fuel and viscosity). I like to see the viscosity at 40 and 100deg C (standard for engine oils is 100, not 40), the oxidation, nitration and sulphation. The ALS report also doesn't contain any of the additive package elements (Ca, K, Mo, Mg, Zn, B). Additives can change from batch to batch or over time, potentially causing unintended results in some engines (leaching of Cu/Al from oil coolers is a common problem). Or show an incorrect oil used. I'm using KOWA, same price, twice the results: Query.pdf