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danny_galaga

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Everything posted by danny_galaga

  1. danny_galaga
    I have this tacho in my plane. Rotax 912 specific. http://www.aviasport.com/Pagina_348.aspx I must have run it close to an hour by now on the ground. The hour meter is supposed to measure time when the engine is over 1800 rpm. Because I haven't fine tuned the throttle assemblies yet most of the time it's never below 1800 rpm. But it seems to have stopped at 00:22. (I just realised that's in minutes, not 1/10 hours) . The tacho seems to read rpm reliably. Anyone have one of these tachos? Am I having a brain fart and not doing something correctly? I didn't think there was anything to do 🤔
  2. danny_galaga
    It's going to be liquid hydrogen, that means it'll be heavier than air.
  3. danny_galaga
    The tiger has those pressure activated slats too. Dunno if the gypsy does
  4. danny_galaga
    That was my thought too. Just the right circumstances that the fuel continued to flow while burning in the cabin. A giant kerosene lamp.
  5. danny_galaga
    Just googled. Extreme heat due fire can release oxygen in ammonium nitrate, resulting in explosion, like in Beirut. I stand corrected on that front. Still as you've pointed out, this wasn't an explosion.
  6. danny_galaga
    Doesn't it need a supersonic shock wave to knock the oxygen molecule lose though? Hence it's use as a plastic explosive? Potassium nitrate oxygen molecule is ready to strip off with just heat.
  7. danny_galaga
    Dunno if ammonium nitrate would burn. Could be wrong. Potassium nitrate is used by farmers too, that will oxidise aluminium and steel nicely, turned the whole thing into one giant flare. Potassium nitrate, or potash is the oxidiser in black gunpowder and solid fuel rockets. Ammonium nitrate is used as a plastic explosive. Normally needs a shock wave to set it off. I believe American soldiers used to burn C4 as a camp fire fuel in Vietnam, it's that benign. That's just speculation. I'm not sure there's a reason to carry lots of that in a plane, I would have thought you would normally truck it
  8. danny_galaga
    This guy flies a Yak 11, on a relatively low budget https://www.flyingmag.com/the-intricacies-of-getting-ready-for-reno/
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  9. danny_galaga
    Wake was cancelled for the public because the grounds would be too soggy for all the expected cars. Family only. I think there will be one later for friends. But I happened to be at the field working on my plane at the southern end of the field, so got to see the planes flying from the field. First a jet did several low passes! I think an L-39. Also a Tiger Moth, I think one of the Moths Dave flew regularly. A Cessna Bird dog, Boeing Steerman and Phil's red STOL.
  10. danny_galaga
    I attended the funeral of Dave today. Some very moving eulogies from family and friends. Was wonderful to hear things about him he didn't feel the need to mention, like doing humanitarian work in Kurdistan in the 1990's, or teaching vocational skills in the prison system. He is missed by many people.
  11. danny_galaga
  12. danny_galaga
    Apparently the sonar image can distort such that the wings look like that. They will be sending a camera down next so we should soon know.
  13. danny_galaga
    Are you not flying the same aircraft as GA in RPC?
  14. danny_galaga
    Bugger 😔
  15. danny_galaga
    Not everyone in our hobby uses Rotax. Even in ra Aus there are a few aircraft with continental or Lycoming engines. If they go to the 760 kg limit then there will be stacks more in the mix. And I did post this in the US/Canada section 😉
  16. danny_galaga
    😲
  17. danny_galaga
    Dan has a go on ms simulator afterwards. I won't spoil it 🙂
  18. danny_galaga
    It seems to me you could say the same things in every single ra Aus crash thread, so why not have a dedicated thread for that subject instead of starting the debate afresh in each crash thread?
  19. danny_galaga
    https://www.recreationalflying.com/forums/topic/39585-here-you-can-talk-about-insurance/#comment-558631
  20. danny_galaga
    Damn that's quite a weight savings 😲
  21. danny_galaga
    BLA82 is right, we are getting way off track. I'm guilty of that too. There are a number of us here that knew one or both pilots personally. I myself am disheartened enough it's giving me pause to give up altogether. Dave wouldn't want anyone to stop flying though. He would always ask me how I was going with my build. I was looking forward to the day I could say to him 'its done!' I can't tell him that now. But I wouldn't want to disappoint him by quitting now.
  22. danny_galaga
    Sorry, you are of course right. I'm heading to Boonah tomorrow.
  23. danny_galaga
    Understand all that, and that it is not wise to be giving lessons on spins on a forum. You may have misunderstood what I was asking before. Markdun has mostly answered it. I was basically asking if a runaway trim could even cause a stall or spin when it is already all, or almost all UP. Before you even turn to base. In a sense, the only way is DOWN from there. And of course I only have my experience with the golf as a guide. The P92 may need hardly any up trim for all I know...
  24. danny_galaga
    Yeah my only experience with electric trim is the golf, which is generally full up. For me I need it one led down from that. That's not much more up.
  25. danny_galaga
    Right you are. I might have been thinking of a flat spin for power. Bear in mind I've never done one. I've thought about going up in a glider to do some spin training. Tonight I'll watch some training videos on spins to get my head right. About what I said about trim. I was probably being a bit perfunctory there about the procedure with the golf. I'm translating my muscle memory into words! First thing is close the throttle to idle, and the nose will drop. As you do this hold the trim up button. It takes a number of seconds so you should do it pretty much straight after shutting the throttle. Personally the main reason I don't like electric trim is this adjusting via 'timing' rather than by position. Especially planes like mine or the Savage Cub, you just push the trim lever instantly to the approximate position, then of course fine tune it by feel. And now you mention it, yes two flap motors would not be a good idea. Which still leads some of us to ask- why electric? My theory is it's easier to bolt an electric motor where you need and run electrical cables however you like, than to maybe have to design around some awkward geometry for control cables etc. Mind you, again looking at my plane, the trim is push/pull via Bowden cables so geometry isn't critical.
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