Ultralights
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Everything posted by Ultralights
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And now a Cessna 210.....
Ultralights replied to horsefeathers's topic in Aircraft Incidents and Accidents
if trained properly, this shouldn't happen, once the wheels leave the runway, you must fly on instruments to the first 500 ft, to prevent whats happened above, NFVR if taught properly is pretty much instrument flying.. if you look outside for 1 second during a night take off before 500ft agl, instant fail.. even once past 500 ft, you only look outside to look for traffic before the turn, then back on instruments again to complete the turn. and how many pilots complete their NFVR training on moonless nights out in the bush? not many sadly. night flights across western NSW with no moon are interesting, almost entirely IFR flying.. nothing to see outside! -
interesting to note in one report i have read, is that both occupants, were not found inside the aircraft, looks like they survived the crash, exited the aircraft, then succumbed to injuries.. or quite possible the pilot and passenger suffered heart attacks as shock set in, or the crash was caused by the pilot suffering something that incapacitated him/her, and the passenger suffering a heart attack from shock after the event... all purely speculation based on something i read that might or might not be factual... im sure the facts will come out shortly...
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Debunking Lift Theories Still Taught
Ultralights replied to completeaerogeek's topic in Student Pilot & Further Learning
so if Bernoulli's principle is irrelevant, then how do you explain the pressure drop above an upper surface cambered wing? (im not saying that the principle is whats causing the lift, but causing the pressure drop) -
actually i got it from my neighbour, who runs an electronics recycling business. next time i see him, ill ask where others can get those LED's
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i have a LEd landing light on my Savannah, its a single 55 watt LED, about 2 cm square, no RF noise at all. similar to the ones you see in the LED floodlights you can now buy
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floods sell a 5 yr rubber replacement kit, im sure they sell the coolant hoses as well. also, companies like aircraft spruce sell rotax hoses. or you can just get tube from a reputable hose dealer like enzed, as long as it meets the same minimum specs
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also, make sure you have the correct type of bits, silver bits are usually for wood, plastics, and soft metals like copper and commercial aluminium . High speed steel are better for aircraft harder aluminium alloys, and soft steels, but wont last long on steel. the best would be Cobalt drills, usually a dark yellow colour. work well and last long with aluminium, but will get through hard steels and titanium. even steel fasteners such as bolts etc.
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now you can drop in to red baron, say Hi! and have a go at real flying! get some spins, loops and rolls in!
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i have used the drill doctor above, does an ok job, but the bits will never be as sharp as a new drill bit...
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EGT Probe for Rotax 912 ULS engine
Ultralights replied to ozzietriker's topic in Instruments, Radios and Electronics
thats strange, i have ordered from Lockwoods in florida before, no need for any docs, just like any other website, last order i placed with them was about 3 months ago now. -
wow, cant wait for lots of free stuff to fly over! nice big net is all you will need
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1.5 hrs flying time, with more power than the 912... 1 hr to recharge, could be on to a winner!
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yet the governments are happy to throw $Billions at the car manufacturing, even after they decide to leave our shores, but not one cent to help our aviation manufacturing industry... its like someone said recently the governments in Oz dont give a shite unless you can dig it up and sell it off.
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I thought Gipss Aero was owned by Mahindra now, and manufacture split between India and the USA....
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BP is the only Mogas i trust, well Ultimate 98 octane anyway
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they weigh 4.5 Kg Each, load rated to 725kg at 120 Mph. as for the effect on cruise speed, i dont imagine there would be much, but it might increase fuel consumption by a small amount
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i have a set of slick 8.5x6 tyres for my savannah ready to go on. Not my aircraft, but same tyres fitted
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yes, i agree that this is whats changing, and it is noticeable on an EGT monitor. I know without correct setup and equipment, that getting an accurate GAMI spread is impossible, but what i was trying to say, is that with multiple EGT's , and the use of carby heat, effecting the atomisation, or vaporisation levels of the air fuel mix, it can help take out some of the unevenness or rough running caused by differing mixtures getting to different cylinders. and the use of individual EGT's per cylinder, also makes a fantastic diagnostic tool once you know how to interoperate the data provided, and yes, the actual numbers are meaningless.
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i love the engine cowling shape around the 912...
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i know its not exactly a gami spread without metered fuel use per cylinder, but a more evenly atomised air fuel mixture, of whatever ratio is decided by jet sizes or carby setup, will result in a more even distribution to each individual cylinder, which will in effect, bring the peak EGT of each cylinder a little bit closer to each other, similarly described by the GAMI spread example. though it obviously wont be as close, or accurate as a separately adjusted mixture, with metered fuel flow readings and matched Injectors, but its a little bit towards achieving that outcome with inflight mixture control limited to only the use of Carby heat.
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you do have some form of mixture control with rotax and Jab engines, carby heat has a significant difference in mixture levels when used. and with EGT on each cylinder, its noticeable, not only that, it helps with improving the GAMI spread, as warmer air helps with the fuel atomisation meaning the mixture evens out a little across all cylinders. for Unleaded fuel, the best temp for atomisation is 20 deg C apparently. its the reason ICP and other companies using 912's and other engines have an Intake temperature probe, so using the carby heat, i can keep airbox intake temps as close to 20 deg as possible.
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corrosion wise, Unfortunately yes. not to mention a lot of low level coastal flights, including the V1 at 500ft off the coast of Sydney. and i have been know to fly long coastal trips, from Sydney to Kempsey, and just as far down the south coast. at 500 to 1000ft.
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with water cooled heads, CHT isnt that critical, as a runaway CHT caused by pre-ignition will be difficult as the water cooling will remove the unwanted heat more effectively than air cooling,
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i wouldnt call it useless information, if it was useless, why do modern engines rely so heavily on it? as for sell, not so sure, plenty of different branded EGS monitors out there, i have one on my 912.. The key is interpreting the information given!! A mag check at cruise RPM will show up a slowly dying plug, well before it shows up on a mag test at Runup. and as there are 2 mags, (ignition systems) and knowing which plugs are fired by which system, i can determine exactly which plug is fouling, or slowly degrading, saving huge amounts of time trouble shooting when a dead plug shows up in a ground runup. they are a great diagnostic tool if you know how to read the data and interpret it... example, if you turn one mag off, and get a small rpm drop, what does that tell you? what if you have an EGT gauge on every cylinder, you do your mag check, and note a small rpm drop as before, but this time, all but 1 EGT rises? whats going on? ,
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Pilots arm falls off.
Ultralights replied to planedriver's topic in Aircraft Incidents and Accidents
so, he basically swapped hands to fly the aircraft? and that is a terrifying event?
