BlueSideUp
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Everything posted by BlueSideUp
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Yep it was real dusty that's for sure. Filled the radiator with straw while waiting in line to depart ...... engine was a little warmer than normal on the way home :)
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After the Chaser's little stunt at APEC it just shows how easy it is to fool people. And their cards were deliberately made to be wrong ....... if they had gone to the trouble of making them look real they may well have got all the way and been able to have a coffee with Bush :big_grin:
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It is interesting that the planes that flew into the World Trade Centre were hijacked in the US but we are the ones with the crappy cards. Any one that believes that a card will make a shred of difference to someone wanting to get up to mischief is kidding themselves. You could go to any of the people that supply the gear to make plastic cards and make a half decent copy that would pass muster in no time. It has been more a decision to be seen to be doing something rather than any improvement to security.
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Just to be told I can fly whenever I like for the next year ....... with a right of renewal Oh and dinner with Angelina Jolie would be nice ;) though that wish could cause me a bit of pain :black_eye:
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Cessna LSA - A significant event...
BlueSideUp replied to bushpilot's topic in AUS/NZ General Discussion
Yes took a few photo's including in side the cockpit. Need to work out how cut down their size to post them. However this link gives the story and shows photo's taken at Oshkosh this year. http://www.aero-news.net/SpecialContent.cfm?ContentBlockID=6965df6d-6c78-469f-b8fc-8b3cb829359f&cat=27#d -
Cessna LSA - A significant event...
BlueSideUp replied to bushpilot's topic in AUS/NZ General Discussion
I had the opportunity to have a look at the Skycatcher at Oshkosh this year. It looks a neat aircraft but I am not so sure about the engine as it will be a lot more expensive than some others to maintain. I an 6 foot and around 90 Kg's and I did fit so size is reasonable. The control stick they had in the mockup was not all that nice and in fact in the end they had to get someone from the company to sit in the aircraft with people as it was in danger of being broken off. Felt weird to be honest and I would not be surprised if that is changed. They certainly sold a lot at Oshkosh with an electronic counter showing nearly 600 sold during that week. From what was being said a lot were being ordered by flying schools. The new Cirrus SRS LSA looked better to me. -
As strange as it may seem Bruce there are those that can fly model helicopters like that. They must have shed fulls of broken models though to get to that standard :)
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The only Grob Egret two seat aircraft flying in the world. Based at Parafield South Australia and used for airbourne research. Powered by a Garret turbine. [ATTACH]764[/ATTACH]
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Most unfortunate accident. The pilot was someone that I knew and he had been flying Austers for many years. He was also a well respected Tug pilot. With someone with that much flying experience it is hard to understand how they would turn into power lines. Again shows that just because you may fly a lot mistakes can still be made and is a warning to us all.
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Work for Agile Communications/Internode Systems one of the large Australian ISP's as a Business Development Manager :)
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It will be interesting to see what Rotax decide Dave. My main worry would be that if there is any sort of engine fire then it would get a whole lot worse if the hoses or plastic elbows give way (or more to the point when they do in that situation) as there is no way to stop the "coolant" from continouing to feed the fire. You can turn the fuel off but a couple of litres of Evans would sure keep things warm . CASA may well have an opinion given they issued a directive a while ago for Rotax engines to use Evans and later amended it to allow both Evans and 50/50 coolant. http://www.casa.gov.au/airworth/airwd/adfiles/piston/rotax/rotax-021.pdf
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As a follow up to the saga of using Evans another interesting fact has emerged in the last few days. Stemme the manufacturers of the Stemme Motor Glider (the current model uses a Rotax 914) have issued an AD that if you are using Evans it must be replaced with a 50/50 coolant water mix. According to the AD it has been found that Evans will burn. Not a nice thought to have an engine fire that gets fed by the engine "coolant" if the pipes rupture . http://ad.easa.europa.eu/page-2/ BlueSideUp
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I think the Australian agent is Barry Pendleton but I don't know his contact details. This is a link to an article he has written on the Pioneer 300. http://www.pioneeraviation.co.uk/pr02.htm
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My girl friend and Icame toa mutual agreement that if I wanted a life of sex with her, they (and flying) had to go. Now that is tough. How many years did it take you to talk that situation around ?. BlueSideUp
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Yes I understand that Evans has a much higher boiling point. I still don't like running an engine constantly at close to or in the hot range for the engine. Regardless how good Evans is regarding it's boiling point it is not as good at heat transfer as a Glycol/water. Does not matter what is used in the engine hot is hot
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Well after chasing the problem of high CHT for several months the fix was simple. Drained the system of Evans and gave it a good flush. Nothing of any note came out and flow was fine. Replaced Evans with Glycol and demineralised water 50/50 mix and the CHT dropped from 118 degrees to 90 degrees . Test flight was done an hour after flying with the Evans in 25 degree outside air temp. Must admit that I had a lot of trouble believing the gauge to start with. After a further three hours flying it has remained the same so problem solvered . So after a long and frustrating search with many changes including to the cowl and radiator position it would appear that the main problem was with the Evans coolant.
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It seems that NuFinish is no longer sold . I tried several locations including Repco and no one has it any more. They all (including Repco) said that they couldno longer get it. Most boat places have something similar that is wipe on wipe off
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Have been using Evans for a while and it seems fine. While expensive it does not have a "life" like coolant. It also provides some peace of mind when the CHT goes up on a long climb on a warm day. Then again what ever works for you
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Three or four years ago when I had my last GA medical I asked the doctor how many serious problems he picked up from aviation medicals. He had been doing medicals for a lot of years and his response was maybe two or three in all that time 98% of people would know they have a problem that would make them unsafe
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Probably not a case of getting "GA trash" coming to RA but more a case of aircraft that are a lot older than a lot of current RA aircraft with big hours already on airframes. They will require more than the current RA owner maint. method .
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Probably the one thing that would not be good if the weight was raised to 720 kg is that it could open the door for a lot of very old GA aircraft (30 or 40 years old) to move to a catagory that may not have the means to enforce the maint. requirements. I would have thought that there should be the means for all forms to exist as RA up to the 720 kg proposal. Perhaps it requires three seperate divisions looking after the basic "ultralight", the new plastic fantastics and then the "new 544 to 720" class. I find them all interesting and enjoy talking to pilots of anything that fly's. Maybe there is a chance for interest groups to look after each of the divisions all answering up to RA-Aus. I have just recently moved to Recreational Aviation from years of GA and fly a plastic fantastic. I think it is wonderfull environment that reminds me of my days sailing and the club atmosphere there. I really do recreational aviation and the chance it gives so many people to enjoy the thrill of flight.
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Yep Ozzie some of them were "out there" Few things: Rotax 912 does not have a thermostat. Changed probe's between oil and CHT (same probe) with no difference in temps. Gauge and probe are both VDO (put innew gauge as well) Agree that it could be wiring and power supply so plan on running new wire to probe and connecting to gauge along with stand alone power to gauge from gel cell battery. EGT seems OK. So the only temp that seems to be causing a problem is CHT. And yeah Nosmo, Tasmania might be the go ...........lol It is frustrating I can tell you as I am not one to just ignore things and hope they go away.
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A number of people have looked at the air flow and made suggestions for change. They include builders and LAME's. We have significantly changed the radiator position and increased the vacum pressure behind it a lot. Looking at other aircraft with same engine it would appear that we in fact have better radiator (or at least more prominant) posistion and low pressure area behind. We even built an enclosure for the radiator with dedicated venting but even that made no difference. The radiator is a standard one for the 912 and we have had it checked and flow tested and it appears OK. In fact for all the changes that we have made little change in temp has been achieved. Am about to hook up a spare gauge with its own power supply and a new lead to sensor to see if it is anything to do with wiring or power supply. It is a puzzle thats for sure :yuk: The aircraft is the one from Lethbridge :)
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Hi all, first post for me We have a Pulsar with a 912 and have issue's with CHT being to high. The engine only has 135 hours on it and has been checked for any issue's by LAME. The oil Temprature is fine at about 90 degress however the CHT is between 112-118 at cruise depending on RPM and load and how it feels on the day !!. The engine has been checked for everything from carby balance to compression etc. and nothing is out of place. New gauge installed and probe checked as well. Changes have been made to radiator posistion to improve airflow and venting to increase low pressure area behind radiator. Coolant has been changed to Evans as well. About now we have just run out of ideas as to what can possible be making temps that high. Particularly when we are told that most people have problems with the engine running to cold. As a last resort we are having the entire aicraft rewired with new aircraft wiring and joiners, regulator etc in the next couple of weeks. If anyone has any suggestions I would love to hear from them. Any suggestions no matter how out there are welcome Edit: It is the 80horsepower 912 BlueSideUp
