Ultralights

great idea,, currently rebuilding the carbys, and using the gopro to document every step. didnt think of using them for internal inspections,

105 dec C coolant temp is normal if using evans, and 90 dec C for oil is spot on. on long climbs at full throttle, i will see oil at about 110 to 120 in summer, but barely move from 90 in winter, i have rarely seen the coolant temps move from 110. Max oil temp is 140, min 50. Max coolant temp with evans is 135C, max with water is 120c

Just your Standard CASA method of simplifying the regs...

when flying my Savannah, i rarely look at the ASI, only when about to grab flap, when climbing at about 60kts or the windscreen starts to vibrate near 100kts. engine failure its 55kts. i can change the ASI just be opening and closing the window vents, as the static source is just behind the pressure instruments in the panel. cruise speed is 5100rpm, climb is full power, cruise descent at 4000rpm. finals and landing is all done by feel, and where the stick position is, gives me an accurate picture of AoA when flying behind the drag curve on steep approaches and short landings... rudder to keep the ball centred at all times..

is this the same regulatory reform program started in 1989? that was suppost to take 2 years, and reduce and simplify the then 155 pages of regulation? the same one that they were dragged over the coals for in 2005 then stating it would be completed by 2006 even though the simplified regs have now exploded to 1500 pages from 155?

every model of 747 has an elevator on board. so the A380 private jet above is by no means, the "first elevator in the sky"

i just want to know, at what point in history did the earths climate stop changing, and it ALL became man made?

from my understanding, as long as the waterway is classed as navigable for boating, then it can be used by a float plane of flying boat. Motz should know, he had a float endo. but more importantly, WHERE do i get those floats!!!

Nev, i know the cessna singles line are great workhorses, and the 182 and 206 are great haulers, the 182 will get 4 adults off a 700 mtr strip with full fuel. but they are boring and heavy to fly.. after flying the Savannah, and an Alpha 160, the 182 feels as manoeuvrable as a flying barge and as heavy as pushing a fridge up some stairs.

Of all the Cessna models i have flown, they are nothing special. (152, 172, 182 and 206) the Cherokee series flies much better, and the Robin/alpha are a league ahead as well, almost as responsive as a LSA aircraft yet still being a GA trainer.

that doesn't quite make sense, if peak EGT is say 1450 deg F, and 50 deg either side means the temps are 1400 deg F lean or rich, how can one 1400 deg temperature be a different temperature than 1400 deg? sure, you are correct in that the conditions are different at the point of combustion, with different amounts of oxygen/fuel ratios, but the temperatures are identical and always will be. as for harming your engine running LOP (lean of peak) at full throttle, i have to strongly disagree. i have seen live data on an engine run, and CHT's drop just after the EGT's drop on the Lean side of peak, and internal cylinder pressures drop off rapidly as well (less fuel and more air = slower combustion and better cooling as more air is left over doing the same job as excess fuel at Rich of peak) , and from the data, it is the Internal combustion pressures that have the strongest influence on CHT's its the reason that Pre ignition, and detonation causes sudden increases in CHT's as its increasing the internal pressures quite substantially, a normal running engine will have internal pressures up to about 800 PSI at the peak of pressure, whereas during a detonation event, it might hit 1200 to 1500 PSI depending on its severity, but the real killer is a pre ignition event, where as the peak combustion pressures hit at TDC, causing pressures to spike well over 3000Psi, destroying rings,burning holes in pistons, valves etc. Now think of every cylinder in the engine as a completely separate, single cylinder engine that shares a common crankshaft with other engines. the bad rep for Lean ops came from poor ability to control the mixtures accurately, to operate very lean of peak, you need to ensure that every cylinder has the same or very similar mixtures reaching it, so if you lean to say 50 deg Lean, one or 2 cylinders might be just at peak EGT, another might be 40 deg Rich, right in the middle of highest internal pressure zones and severely detonating, and as you could imagine, every cylinder creating a different amount of power, running at different mixtures creates a rougher running engine. but with modern instrumentation, on every cylinder, you can now see where every cylinder sits on the EGT trace and get them all in the safe Lean of Peak temperature zone. Sadly a lot of aircraft engines do not have any way of altering the mixtures between cylinders unless fuel injected, or through redesigning the intake manifolds. (have a look at the difference in lengths of each intake tube to every individual cylinder and see how vastly different some are. or how similar some are and think how it might effect the mixture reaching each separate cylinder and its output.) have a look at the video on this page, http://www.gami.com/articles/frugalflyer.php and have a look over this site http://www.advancedpilot.com/, and yes, i have done the seminars and seen the results in real life,i was amazed by the stuff i thought was true, and had to re-learn, but the real time data doesnt lie. and here is a vid taken from a Baron, showing the results of leaning past peak EGT, and note the CHT as he does it. this is also a good read and explains a lot. (more starting at the 1/3 down the page) http://www.advancedpilot.com/articles.php?action=article&articleid=1838

when competing against the likes of the RV-12, it had no chance.

i dont know about that, lead in the fuel, at the combustion event turns into Lead Bromide, which is abrasive, from everything i have been taught, and seen, is the lead only serves one function, and thats to decrease the chance of detonation by increasing the latency, or when combustion begins after the ignition event. Lead Bromide also contaminates oil with an abrasive sludge.. and it can be seen in the exhaust residues as a fine grey powder. Burnt valves are almost always caused by poor sealing at a small point on the exhaust valve seat and valve interface. can be caused by a carbon deposit creating a small gap in the valve/valve seat area, but most often it is poor manufaturing, as getting valve seats and valves perfectly matched is a difficult process. its almost like the argument i have heard that running 50 deg Lean of peak will burn out valves and running 50 deg rich of peak will not.. How can it? when both temperatures are exactly the same!

the Lead in Avgas does nothing when it comes to lubrication.

A big gliding community flies out of camden almost every weekend, also, there is a gliding club at Richmond.

Actually, the lesson should be, to remain 'Balanced' in any turn you fly, don't use the rudder to turn, use the rudder to balance the turn.

Recover from a stall, first thing should be unstall the wing, release back pressure, enough to reduce AOA 1 or 2 deg will unstall the wing, all the while keeping balanced with rudder, if a wing drops, still, unstall the wing first, once unstalled everything works as normal, aileron, rudder etc, The use of rudder to "pick up a wing drop" should read more like, use rudder to stop the wing drop after the wing has unstalled, if it's unstalled by 1 or 2 degrees there's a risk the effective increase in AOA by the aileron could cause a stall of the wing with the down going aileron. In a spiral dive, the wings are still flying, so use aileron to roll level, then recover from the dive with elevator, in a spin, the wings are stalled, hence aileron will not help the situation. When near or very close to stall, rudder for balance only. This is what can happen when using rudder instead of aileron to initiate a roll when slow and close to stall AOA. This pilot overshot the turn to final, and used rudder to tighten up the turn

for experienced pilots, its not a complex manoeuvre, but for pre licence students, better to keep things simple and safe, once training in sideslips has been covered, then its ok to introduce them into things like long finals, but if you have flown accurately,kept ahead of the aircraft, have speed under control, you should not have to use a sideslip. but sometimes its forced apon you with ATC forgetting your on a 1500ft downwind and not giving a clearance to descent until base. even so, a go-around is still a safe and normal option in this situation, especially in something slick that will not descent 1500ft from base and still have any hope of slowing to a proper approach speed. (unless you get the speed right back while maintaining level, then descending rapidly well behind the drag curve until flare, something the savannah does well, 30kt approaches at 2000ft min descent rate is fun)

Stalling is a function of Angle of Attack, nothing more.. the only time rudder should be used in an out of balance situation is on finals when countering a crosswind with aileron, and only to keep the nosehwheel pointed down the runway, through the flare and touchdown. as mentioned before, setting up to land in a crosswind this way will give the student, or PIC longer timeframe to get a feel for the crosswind, and amount of roll and rudder needed before the critical moment of touchdown, rudder on final can be used to unbalance the aircraft for a sideslip descent when the approach is to high, but a Go around is the preferred option in this case (if you sideslip to lose height on final in a flight test with me, you will fail instantly) . other that this, rudder for balance in every turn, no matter if steep turn, or standard rate 1 or 2 turns. Most importantly is for turns in the circuit.

any manoeuvre that brings you close to a stall requires strict balance control. aileron and rudder must be used at the same time, to ensure BALANCED and CO-ORDINATED turns. this is why balance will keep you alive at low speed and altitude

seeing as it was after first light, then its legal to have no lights at all, and if he was flying in cloud or fog, the capt might have turned them off to preserve night vision.

i have seen a US navy F14 Tomcat at YSSY long ago... 6;08 is after first light. what type of aircraft was it?

sounds like someone blaming everything but himself for his crashes, a cold weld does not make you fly into a powerline. and shoddy workmanship does not result in a stall/spin at when climbing with low power in a turn..

actually Katoomba is quite a good strip, well maintained, just have to be aware of powerlines off the end of one of the strips, as for being tricky, only when its windy.. get effected by severe turbulence regularly.