Tell us about your last flight

[Moneybox]

My brother and Sister-in-law own the Cape Palmerston Holiday Village. I guess they'll be getting a good damping down at the moment. The difference between there and here is like chalk and cheese. You'll get a few inches in a good downpour. Here it can bucket down for an hour or so and we might see 10mm in the rain gauge.

[BrendAn]

No flying down here this weekend because of bushfires, total fireban and strong winds.

[facthunter]

I've Landed in Cairns and Port Moresby In Rain so Heavy you would NOT believe any Plane could FLY in it and the engines keep going. Heavy rain also causes a Downburst effect, Particularly if it is Localised. Expect to need a LOT More Power and don't get Below slope..  Nev

[BrendAn]

Had a pleasant 90 minute flight yesterday. Very calm but low cloud base.

Today was a different story. Wind was 9 knts almost straight down the runway, so I thought I would do a circuit or two, takeoff was fine got to 300 ft and the turbulence off the trees and buildings was throwing me all over the place, turned downwind and was doing 75 knts across the ground with half throttle. I started thinking how much fun RC models are.  It was the roughest ride I have had so far. Got down safely, I was tempted to go around again but thought better of it. 

Just because it looks ok on the ground the wind can be a hell of a lot stronger a few hundred feet up.

[Thruster88]

Windy, the app, is very good at showing what the wind is lickly to be at various altitudes. 

[BrendAn]

4 hours ago, Thruster88 said:

Windy, the app, is very good at showing what the wind is lickly to be at various altitudes. 

I will download the app.

I need to renew my naips too.

That has wind charts too doesn't it.

 

Edited February 1 by BrendAn

[Garfly]

16 hours ago, BrendAn said:

I will download the app.

I need to renew my naips too.

That has wind charts too doesn't it.

 

 

I don't know if you use OzRwys, Brendan, but it (at least, the iOS version) incorporates most of NAIPS WX info as well as a basic version of Windy which displays winds aloft superimposed on your course line at various (selectable) levels.

 

Another related OzRwys tool is the Altitude Optimiser, on the Plan Sheet page.

(Other EFBs probably have something similar).

 

 

USER MANUAL:

 

 

8.7. Plan Sheet

The Plan Sheet, or navigation log, is accessed from the map page by tapping the Plan Sheet button in the top left corner. There is also a Plan Sheet button on the Plan Details window. The Plan Sheet is shown below in Image 8.7.

Image 8.7 Plan Sheet

.... /// 

Optimiser

The Optimiser calculates the optimum Altitude or Flight Level to fly for each leg of your plan, given the forecast winds. The app calculates Groundspeed, ETI, and Fuel Burn for every 2000 feet. Upon entering the optimiser, the app will automatically select the optimum altitudes (based on time) for each leg based on the available results. Although the optimiser can calculate the results on any leg based on the wind profile, the pilot needs to analyse the information to ensure the results meet their needs; the app does not know whether an altitude change between legs is sensible or not. Tapping on an altitude for a leg in the optimiser will cause the subsequent optimiser values to recalculate based on your selection. If LSALTs are included, these are also taken into account (Altitudes below LSALT are greyed out - not selectable). To use the Optimizer first press the windsock button and obtain the winds. Then open the Optimiser by selecting the slider button on the Plan Sheet. Once selections are complete, tap the route name in the top left corner to return to the plan sheet. Image 8.11 shows the result of examining the detail of a run of the optimiser. The arrows at the top right are for progressing from one segment to the next (i.e. takeoff to landing). Within a page, each leg will be shown (i.e. waypoints between takeoff to landing).

 

 

 

 

Edited February 2 by Garfly

[BrendAn]

3 hours ago, Garfly said:

 

I don't know if you use OzRwys, Brendan, but it (at least, the iOS version) incorporates most of NAIPS WX info as well as a basic version of Windy which displays winds aloft superimposed on your course line at various (selectable) levels.

 

Another related OzRwys tool is the Altitude Optimiser, on the Plan Sheet page.

(Other EFBs probably have something similar).

 

 

USER MANUAL:

 

 

8.7. Plan Sheet

The Plan Sheet, or navigation log, is accessed from the map page by tapping the Plan Sheet button in the top left corner. There is also a Plan Sheet button on the Plan Details window. The Plan Sheet is shown below in Image 8.7.

Image 8.7 Plan Sheet

.... /// 

Optimiser

The Optimiser calculates the optimum Altitude or Flight Level to fly for each leg of your plan, given the forecast winds. The app calculates Groundspeed, ETI, and Fuel Burn for every 2000 feet. Upon entering the optimiser, the app will automatically select the optimum altitudes (based on time) for each leg based on the available results. Although the optimiser can calculate the results on any leg based on the wind profile, the pilot needs to analyse the information to ensure the results meet their needs; the app does not know whether an altitude change between legs is sensible or not. Tapping on an altitude for a leg in the optimiser will cause the subsequent optimiser values to recalculate based on your selection. If LSALTs are included, these are also taken into account (Altitudes below LSALT are greyed out - not selectable). To use the Optimizer first press the windsock button and obtain the winds. Then open the Optimiser by selecting the slider button on the Plan Sheet. Once selections are complete, tap the route name in the top left corner to return to the plan sheet. Image 8.11 shows the result of examining the detail of a run of the optimiser. The arrows at the top right are for progressing from one segment to the next (i.e. takeoff to landing). Within a page, each leg will be shown (i.e. waypoints between takeoff to landing).

 

 

 

 

yes i use oz runways.  the highest i fly is 2000 ft.  usually 500 to 1000.  it still amazes me how much stronger the wind can be even 200 ft off the ground some days. before christmas one saturday i was flying over becalmed sailboats on lake wellington and i had a 15 knt headwind at 500 ft above them.

Edited February 2 by BrendAn

[Flightrite]

You wanna see a strong headwind? After a loooong day in the ‘office’ this wind almost made me cry 🙁 I’ve had 50+ kts a few times at circuit height over the years in Sth Vic!😂

[danny_galaga]

My last flight was the Saturday just passed. Out of Boonah. Still just pootling around since it's still not fully certified yet. Here's my Bushcat, doors off near lake Moogerah 🙂

 

 

 

 

[danny_galaga]

Matthew followed me in his aeronca and took this in passing, my first air to air picture of my Bushcat 😊

[Moneybox]

Well I did it. I threw the chainsaw in the boot, drove 7hs south to the Sportstar and cut the taproot. She is no longer solidly grounded. 😅

 

I'd waited months for my compliance engineer or anybody sufficiently experienced to do the test flight. It never happened so I left here on Friday morning and arrived in time to do a little maintenance so that it was ready for Saturday morning. The forecast was for SE winds of around 20kts gusting to 40kts but that's fine on a runway 14-32, directly up the runway.

 

I'd flushed the old fuel and replaced it a few weeks back so this time it fired up straight away. Anybody watching would have thought I took way too long to get underway but I wanted to be sure I'd ticked all the boxes. 13 years out of the air is a long time. The last flight recorded in the logbook was 11/6/2007 but I've found a few loose sheets that added the last 200 hours.

 

I really wanted a more experienced pilot to take the first flight but I got tired of waiting. Not just because it may have faults but it has a throttle control that I find very difficult to use. Anyway I made the necessary radio calls, followed the run-up procedure and lined up for take-off. To say I was a little nervous was an understatement but all I had to do was push that awful throttle control.

 

I set the propeller to fine pitch and gently pushed the throttle button all the way home. It leapt off the mark like nothing I've been in before. I reckon I was in the air in less than 100m, undoubtedly the headwind had something to do with that. I had intended to keep it close to the runway for the first stretch incase something went wrong but by the end of the runway the altimeter was showing 600'. At that point I took a glance at the tacho, a little 2" one on the wrong side of the panel, I was a little shocked to see the little Rotax was singing along at 6700rpm, about 900 beyond the red line.

 

I gave the throttle knob a quick flick anti-clockwise, it did nothing so I quickly pulled some extra pitch on the prop to bring the revs back to about 5000 while continuing to climb. By the time I was over the quarry where we usually reached 500' and turned crosswind I'd hit 1000' so then I had a crack at releasing the throttle. It's awkward pushing the button to release it while pulling it to reduce revs. I can't do it smoothly but it's not so bad when you have time to fiddle with it. 

 

From there it got easier. I headed down-wind in the circuit just to stay close to the airstrip but at this stage I was not confident enough to land so I headed for the training area. At 4000' I thought it safe enough to try some stalls. I guess with my light weight and the lightweight plane I should have expected it but it continued to climb at idle until hitting the bottom line on the airspeed indicator, 30kts before a gentle but distinct fall, no stall warning and no vibration. I tried a couple more but next time I'll see what it does with a couple of notches of flap.

 

The L2 who helped me put the wings back on and made out the condition report straightened a couple of things that appeared bent in the travel from Queensland. One was the stall warning switch and the other was a fixed trim tab on the RH aileron. 

 

 

Perhaps neither was actually damaged because now the stall warning doesn't work and it was flying with a heavy right wing. Once on the ground I bent that little trim tab up a little and now it flies level.

 

 

Anyhow, eventually I headed back to the airport, can't stay up there forever it seems. Even though I was taught to not use the carby heat I pulled it on when turning base and off half way down final. The wind was gusty but still directly down the airstrip. The airspeed indicator was showing 55kts when I touched down but in reality I was probably only doing 25kts ground speed. There was the tiniest chirp from two tyres but no other feeling. My first thought was I'd bounced but no, I was firmly on the ground after the best landing I've ever done. 

 

I went out again at 6:30pm after the wind dropped and did a few circuits and some great landings. I don't know if it was just the headwind or the Sportstar eager to get back on the ground but all my landings were soft and so much easier than all those previous. This morning I went up again. I flew down to White Gum Park with the intention of filling up at their 98 bowser. When I flew over the airstrip the windsock was stretched directly sideways, perhaps a good 30-40kt cross wind. I decided I was not ready for that so headed back to Northam, parked the plane and drove back home very happy.

 

 

[skippydiesel]

Great news/terrific report Moneybox.

 

One small point (can't help myself)

"Even though I was taught to not use the carby heat I pulled it on when turning base and off half way down final."

I have no idea who or why you have been taught not to use carby heat  - makes no sense to me.

If the aircraft you are flying, is fitted with carby heat, it should be used.

There is no down side to the correct use of carby heat - basic safety / common sense.

Make using carby heat a safety habit.

 

Correct use - in flight, carby heat should be used before reducing power ie you likly reduce power on descent to circuit height  or on down wind, before slowing to safe flap speed, before practising stalls, etc. For best power delivery, carby heat should be closed ie as you did, on final, just in case of a go round.

 

Reasons -

• Your carby heat (hot air)is likly comming from your exhaust system. When you reduce power, your exhaust system will cool quickly ie its ability to deliver hot air to the carburettor inlet is reduced. Apply carby heat when exhaust at high temperature.
• When you you close the throttle, there is an increased chance of carby ice formation. Apply carby heat when carburettor delivering high power.

I have experienced carby ice, before first flight of the day, in the run up area. So far never in flight. 😈

 

[BurnieM]

I have heard a few people, many more experienced than me, state that the carb heat on a 912 uls is largely ineffective but you should still do it to get into good habits for other engines.

 

[danny_galaga]

32 minutes ago, BurnieM said:

I have heard a few people, many more experienced than me, state that the carb heat on a 912 uls is largely ineffective but you should still do it to get into good habits for other engines.

 

Depends what type. On mine, and many others, it's liquid heated. And only heating the inlet flange, not the air. It's permanently on. Since online the inlet flange is heated, it has virtually no effect on performance, but obviously it would probably take too long to work if you could turn it on and off 

[Moneybox]

40 minutes ago, BurnieM said:

I have heard a few people, many more experienced than me, state that the carb heat on a 912 uls is largely ineffective but you should still do it to get into good habits for other engines.

 

In the Evektor Harmony I was taught to test the electric fuel pump and carburettor heat on runup. Beyond that they were never used unless there was an engine problem that needed sorting out inflight. For every take-off, landing and maneuvers both were turned off. I had two trainers, one the LAME and both instructed the same.

Edited 23 hours ago by Moneybox

[Blueadventures]

9 minutes ago, Moneybox said:

In the Evektor Harmony I was taught to test the electric fuel pump and carburettor heat on runup. Beyond that they were never used unless there was an engine problem that needed sorting out inflight. For every take-off, landing and maneuvers both were turned off. I had two trainers, one the LAME and both instructed the same.

What does POH say, most want it on during the landing phase and off during final; when you are easily with glide to thresh hold / aiming point to off in case of a go around.

[Moneybox]

It says Carburettor Preheater if required.

[Moneybox]

My prop is a Kaspar KA-1 set at 11° fine pitch.

 

 

I never tried maximum revs at standstill but it appears too fine. A couple of notches towards course should prevent easily over revving the Rotax.

 

 

[skippydiesel]

1 hour ago, danny_galaga said:

Depends what type. On mine, and many others, it's liquid heated. And only heating the inlet flange, not the air. It's permanently on. Since online the inlet flange is heated, it has virtually no effect on performance, but obviously it would probably take too long to work if you could turn it on and off 

My comment only applies to engines fitted with an in flight,  pilot controlled, carby heat system.

My current Rotax has the liquid heated inlet manifold - so no in flight carby heat control.😈

 

[skippydiesel]

 

1 hour ago, Moneybox said:

In the Evektor Harmony I was taught to test the electric fuel pump and carburettor heat on runup. Beyond that they were never used unless there was an engine problem that needed sorting out inflight. For every take-off, landing and maneuvers both were turned off. I had two trainers, one the LAME and both instructed the same.

 

I try not to make dogmatic statements, however in this case  both your instructors are just wrong.

 

"....never used unless there was an engine problem that needed sorting out inflight"

 

The whole point of carby heat is to preempt an icing problem - it may be far too late to fix a carby ice problem, once symptoms occur,  as availability of hot air may have already reduced and time to clear ice, may be insufficient to prevent forced landing.

 

"For every take-off, landing and maneuvers both were turned off."

 

Carby heat on take-offs is a highly unlikly scenario - high engine power and icing do not usually go together - so okay not to have on.

 

Always use fuel boost pump (if fitted) on take-off/landing and when conducting manoeuvres were a failure of the mechanical fuel pump may jeopardise continued safe flight (close to terrain)😈

[Moneybox]

18 minutes ago, skippydiesel said:

My comment only applies to engines fitted with an in flight,  pilot controlled, carby heat system.

My current Rotax has the liquid heated inlet manifold - so no in flight carby heat control.😈

 

How does a water heated intake manifold have any effect on carburettor icing? 

[facthunter]

Good question. The cooling is where the Fuel evaporates and the Air  pressure reduces. There MAY be some heat travels into the Carb Body.  Nev

[danny_galaga]

32 minutes ago, Moneybox said:

How does a water heated intake manifold have any effect on carburettor icing? 

The idea is that the ice tends to form on the inside of the carby throat. If that's warmer then the ice doesn't form. There's no particular need to warm the air as such, just that on air cooled engines it's a pretty easy solution, with a side effect of having a useful alternate air inlet. 

[pmccarthy]

I had a 912 engine without a carb heater and it never needed it. My present plane has one and it has been needed a couple of times, quite effective. But it has no effect on RPM during a run up.