Leaderboard

Earlier on in this thread, discussion arose about the proximity of the oil filter to the exhaust. Here is a photo of the clearance that we have with our installation. We will look at whether any insulation is required in due course. There is adequate clearance to allow the filter to be removed with the exhaust in place. The composite channel that you can see in the above photo is being bonded to the inside skin of the lower cowling. This is an air duct for cabin heat. It extends from the intake at the front of the cowl back to the heat muff around the exhaust, with scat hose connecting the composite duct to the muff inlet. The radiator is to be installed in the forward lower cowling. Our radiator is close to double the area of the standard Rotax cowling. The radiator mounting frame is attached to the lower cowling by 8 fasteners, allowing the fasteners to be released to remove the lower cowling without needing to disconnect the radiator. The engine mount turned out so well. I keep admiring it every time I get sent photo updates about the installation. All in all, it is coming together nicely. We are starting to get excited to test fly our 109hp J160.

More progress. The engine mount turned out really nicely with prop flange location, offset etc. all being extremely close. Exhaust and accessories to be installed now. The paint shop for the fuselage isn’t too far away…

A hundred years ago on my very first lesson in a C150 during January Melb at YBSS clear blue skies short final the donk stopped! Instructor said just keep flying, lower nose a little, landed, donk fired right up again, carby ice on day one, I learnt fast😂😂 Another time a little later on doing an RNP into YMMB in the old Beech truck (B200) early one morning as the sun was turning up for work sea fog rolled in real quick down the far end of the Rwy, by the time I got on to a taxiway heading towards the tower for parking I could barely see each taxi light, hence to say I left the old Beech truck there and went home via taxi, far more dangerous actually😂

nothing to with carb heat so might be off topic. had a great flight this morning . 1.25 hrs , did a few landings to adjust the weatherseal trim tabs i put on. 10 knt easterly and 14 knts on the last landing. staright down the strip. landed with 50 knts airspeed and 36 ground. good fun.

Big thanks to @nomadpetefor spending the morning helping with engine runs. On the first longish run the cylinder head temps did slowly come up but the oil temp stayed low. We blanked off half the oil cooler and some of the water radiator with duct tape, on that run the oil temp gauge showed movement (at least getting to the 50 degree mark). I have a list of things to correct, so will work on those before the next engine runs.

Just some info for the RV crowd and others of course but I have had several RV guys now chase me for these new props ..Seems there are a lot of RV guys who want to change props Looks like GA can have a foot in the door now Eprop have released their Ascalon range of props for 100 to 270hp direct drive engines like Lycoming and Continental You may have seen the chicken throwing incident video 🙂 They will be coming in 2 and 3 blade configs and currently 74 and 76 inch diameters but other diameters will be coming soon. Speaking to them tonight I also got a update on the jabiru props. Looks like they will have 2 and 3 blade props available for the 4 and 6 cyclinder engines.They are going through their last testing and should then be making the production molds so some hope on the horizon for a better solution for the Jab engines

Just crunched the numbers for the load sheet & weight & balance, you can definitely go flying in a Foxbat A22LS with a pilot weight of 85kg no baggage & half tank of fuel, cockpit actually wider than a C172, took my mate who’s a QF captain weighing 120kg sometime ago, no shoulder contact. Good luck 🍀 Keep the dream alive.

Well, finally put the plane back together. Took my time on it. But THREE times I was interrupted by people coming in to have a chat. I was very careful about what it was I was doing so that I continued where I left off without missing anything. However, where I disappointed myself was being in a rush to do a circuit after starting it and rechecking the oil level. It was getting a little late and I ended up not doing a complete preflight check, it was just luck id even taken the pitot cover off! I survived, but clearly I wasn't in the right frame of mind to be flying, let alone a flight test. If there was an emergency in that frame of mind, would I have handled it well? If I get in a similar situation again, I'll be sure to just pack up and come back another day. It's not like there's any schedule to get somewhere.

Yesterday morning I took a trip out to this station airstrip. Even though it's located on a station it's meant to be maintained by the Sire of Cue as an emergency airstrip. There are three dirt strips, two crossing 12-30 and 10-28 and one leading to the homestead 17-35. This sock seems to still work however the one meter hole seems to extend all the way through, perhaps there's a bit worn off the end. Of course I picked to worst time to try to fix it with the wind at 30kph. It might not look too high but from up there it feels like there's a gale blowing it it's a very long way down. I've got my hands on a new used one so this morning I'm busy with repairs. Man, these things are big, 3.5m long and a meter at the mouth. I thought I'd repair it with the sewing machine but that's not going to happen. I'm using a rubberised paint to glue the new material over the holes. It might hold, it might not. Meanwhile while the paint dries I'm running the grader over the airstrip, just 17-35 because the creek is washed out between here and the other airstrips.

'Don't sump plugs hold the vehicles together" Seems that way after you get your car back from some service establishments .. or is 'tighten till it strips and backoff 1/2 a turn' Never quite sure😇

Left at 7:00 for Coodardy. The iPad was fully charged last night and on about 60% this morning. After landing a realised I didn't bring a chair. Then I grabbed the iPad and settled down on the ground with the ants and my iPad, it was dead flat. No book to read and an hour to spend filling the 1000L IBC's. Fortunately I watched where I was going on the way out because the old iPhone 6 is not too smart on OzRunways.

It shows what a great engine the Rotax 9 series are when other countries are copying them because they can't design anything better That video is annoying ai. It talks about piston engines while showing jets and turboprops. Ai has so many flaws and it's everywhere on the net now spewing out completely wrong information. Bullshit rules these day's.

This started when I had tried to do the right thing by putting in a Modification Approval Request Application MARAP form to RAAus to fit a new Bolly prop to my Skyfox Gazelle despite the aircraft having had one for years and despite one if not two previous condition reports stating it had a Bolly prop. So after $$$ for that, I was also advised to put in a MARAP on my engine, because it was running on condition. Looking at the RAAus tech regs, as I understand it, it says running on condition requires the usual bleed down compression checks, oil filter element checks and monitoring for any unusual temps and pressure changes. It says the on condition form should be filled in and attached to the maintenance log. So, no probs and it was the last I heard of it. Since then I have done two annuals and re-newed the rego'. No mention or query on the engine condition MARAP. I have now sadly sold my Gazelle. A condition report was submitted. The new owner phoned a few weeks later me as to both himself and myself, he has been told by RAAus that his permit to fly is being withheld because his engine on condition "MARAP" has expired, and he needs to submit one noe EVERY YEAR....for cost of $330......!! So lets sum it up. Ever increasing membership costs, aircraft rego costs and now, all members running engines on condition....an additional $330.....so you are in for around $700 in just admin costs. Now the other issue is the unfairness. Because many engines are being run on condition and are not on the so called "MARAP Register". The Gazelle has come onto the radar, because it was sold. Needless to say....CASA has perpetual registration and NO COSTS to an engine running on condition. If this is RAAus encouraging aviation, then they have lost me. I have sold Gazelle because the now compulsory two year pitot static check, all the above mentioned costs and hangar fees (nothing to do with RAAus) and the fact that suddenly Recreational aircraft had their immunity from landing fees in Gippsland withdrawn, (to silence from RAAus, AOPA I think tried or will try to address this) had me looking at around $3500 in essentially admin costs, before I have even got her out the hangar....... So after around 30 years in the game and 6500Hrs in military and civil flying....I have bought myself a CFMoto 800MT and am enjoying the motorcycle very much. Costs...once a year rego of $550. So, bottom line, I think the annual engine on condition MARAP charge is a money grab, and not in the spirit of promoting recreational aviation.

Another great morning for flying. Did 1.4 hrs . A few touch and goes. Would like to do more but council is discouraging that with there silly fees. Very hazy but smooth air. Wind 4 knts. Dew point and temp were even. I believe I might have had a bit of carby icing. On the ground fast idle is 3000 rpm and smooth as silk. Today coming in to land dropped it to 3000 a couple of times and it stumbled and ran rough. Had to bump it up to 4000. Back on the ground it was fine.

I guess I should my own first 'solo', lol. I've been taking part in the Moomba Birdman Rally down here in Melbourne almost every year starting from 2004 onwards and my first attempt was as Jetfire from the classic Transformers cartoon. I walked up onto the platform as a robot, transformed into a plane and jumped off. The cardboard plane flew off over my head and I dropped out below it into the filthy disgusting Yarra river, with the robot head still attached to my bike helmet. I did a huge belly flop and swallowed way too much water, which I instantly regretted.

Pretty sure that I don't agree with this 🤔 I'm aerobatic rated, but think spin revovery and upset revovery training are really important for all pilots. But hey, I am no expert. 🤷‍♂️

Hello again friends. Once more, a long break between updates ... The move to Mourilyan Harbour was a large enterprise but so happy we finally made the break. We are loving it up here, with the slower pace of life, minimal traffic, friendly people, great weather - for those who like it hot, and can put up with it sometimes being very humid - and awesome fishing. I have finally come to accept that I am unlikely to ever have the time to complete the DooMaw, I still have so many other things demanding my attention. So it is time to move it onto someone who has the time and skills to complete and enjoy it. I have drawn up an inventory of all the components and because of the move, that means it includes the large enclosed box trailer that it is still in after the move up here, so it will be very easy for anyone who decides to take it on, they can just drive up and hitch it on to tow back home. It will be offered at an extremely reasonable price, so if anyone here is interested let me know asap. I would rather it go to someone who has followed the build and given me encouragement along the way - but either way it will be on a first in, best dressed basis. I hope to get some adverts live today, they will be on the Classifieds on this site, RAAus site, Aviation Trader and Marketplace/Facebook's various Aviation Groups.

https://www.youtube.com/watch?v=uVA9VCd5JqQ

For the blind people; When undertaking a flight more than 50 NM radius from the aerodrome of departure, you must carry a serviceable ELT. If the ELT is installed on the aircraft, it must be armed before flight. If it is a survival (portable) ELT it must be carried in a readily accessible place.

The extra screening is reqired for aircraft with more than 36 seats because terrorists will not fly on those "little" aircraft. Makes perfect sense yes.

For info this is a gauge tool to check 914 carb bowl is not warped bent, showing pins ate vertical.

I flew a friend's large 4 engine TB3 model at the 2008 South Pacific Scale Masters, we made second place TEAM category. The two underwing Polikarpovs were electric, jettisoned to fly away with two other pilots. I think I had flown this model just once before that event, it was very easy to fly, engines setup to my specifications.

Yes the MARAP allows for modifications as in the Gazelles case. That's not the issue. In fact the MARAP is a fair system, and allows for changes to a certified aircraft. According to what I was told, if I wanted to fit a 100Hp 912 to the Gazelle, I could do that through the MARAP system. Cruise speed would probably not change much but ROC would be improved. The issue here is the annual renewal cost. I think that is a rort. I have no problem paying a fee for MARAP approval, but it should be a once off. We pay enough with membership and rego fees.

Not all birds mate for life. Having chooks I can tell you roosters mate with anything that moves.

well i got a 22 rifle, took it out to the gun club and got it to shoot tight groups at 25 mt. then i went starling hunting. i shot 2 and felt that guilty for killing them i haven't tried again🙂

Can we stick to aviation, there are other places to talk crap.

Flew to Tumut for their breakfast which they have on the 3rd sunday of every month. TAS165 in the RV speed machine, no time for pictures. Love the differences between the thruster and RV.

Sorry to drag up a post that's nearly a decade old but I was just researching the history of the birdman rally all around Australia and stumbled over this post. If Danny is still around he might be interested to know that there's video footage of his jump available, it appears at around 15 seconds into this ad from 1990: www.youtube.com/watch?v=jKIMgm18xsw

I think why not is adequately covered by the simple fact that for car manufacturer that makes millions of the same thing, the tiny profit to be made from bespoke aircraft engines is just not appealing. I'm actually quite amazed (and grateful) that Rotax make the 912. How many have they made? I think I heard somewhere in the range of 50,000. In the same kind of time period they made three times as many 650cc engines for BMW, and MILLIONS of snowmobile engines, without all the headaches that come with the aviation world.

I think all pilots would benefit from spin & upset revovery training. Obviously not carried out in an raaus aircraft, but in one certified and suitable for the training.

There's the Aeroplane's stated limit and your Limit. Both may be questioned. A High Wing can generally do a higher X wind than a low wing.. Rudder size and effectiveness count also . Small Planes don't have the Inertia larger ones do, so the Kick straight has to be close to touch down but better to touch down slower and on the into wind wheel (still banked) and countering the cross wind helping prevent weather cocking into wind OR wind raising the upwind wing and putting a tri gear Plane on it's nose. Nev

These are made with brother label printer. Been over 10 years now. Allows your personal requirements.

Warbirds Over Scone has been bleeding cash for years and the only reason it's on again this year is Council handed the reins to Paul Bennet and washed their hands of it. Upper Hunter ratepayers are sick to death of paying through the nose for shindigs like this (and the WOFTAM that is Hunter Warbirds...) that only benefit a few - while at the same time, being bent over and shafted with a 30%+ rate hike. If PB can't make a go of it this year, it may not return - though I suggest he'll simply default to their 'prepackaged airshow' that does the rounds and seems to be fairly successful.

The important thing with cutting open an oil filter is to know what you're looking for, and identifying what you find. Pour the oil in the filter through a funnel lined with paper towel and let it drain for an extended period to see with better clarity, what was in the oil. Check the bottom of the filter can and spray it with some carburettor and throttle body cleaner, to separate the carbon and other deposits from the heavy metal components. Scrape the bottom of the can onto more paper towelling and let it drain. Spread the filter element treated paper out on paper towelling and let it drain. Run a magnet on an extension wand over the gunk to see what sticks to the magnet. Aluminium particles are bright and easily seen. Iron particles attach to the magnet. Copper particles are ... well, coppery colour. Rubbery bits are pieces of gasket material. Chrome (from ring faces) is harder to identify, because it can look a bit like aluminium. Chrome, of course, is largely non-magnetic, but it depends on the alloy, and whether what it was plated onto, is still attached. But the important thing is, the size of particles. Very small particles shouldn't be concerning, they are part of normal wear patterns, but chunks of metal, and substantial amounts of coloured metals, or serious amounts of iron particles on magnets should raise concerns.

https://youtu.be/7WJBbFL4UFE?si=Qlhg3ueWVNgmmoSd

Thanks BrendAn. We are really happy about how the mount turned out. It all fits nicely into our cowling. Most of the accessories were pre-installed to make sure they all fitted in. Now with the engine in its final location, the accessories can be installed around it. The overhauled landing gear will be reinstalled next week so we will then have it sitting on its gear as well.

Carefull what you say about AI, its watching.

A little bored atm so i thought why not calculate the maximum force on the carb bowl of a Rotax 914, 6 years in development and now 29 years in production, unchanged, i would call that a succsess. So standard 912 80hp carb inlet pressure at sea level = 15psi. 115/80 x 15 = 21.5 psi approx required to make 115hp. This engine has a critical altitude of 16,000 feet. At 16,000 feet atmo pressure is 7.96psi. So 21.5 - 7.96 = 13.54 psi pressure differential. Carb bowl is approx 2.25 x 2.5 inches = 5.625 sq in x 13.54 psi = 76lb or 34.5kg. Feel free to point out anywhere i have gone wrong. I did this in imperial units for skippy's enjoyment. From above posts, the boost pressure is in both the carb throat and bowl area so flow thru the jets is not affected as one might think.

Agreed. We could do without all the tit for tat bickering that goes on here at times. It’s supposed to be about aviation not recrimination.

Instead of a mirror I bring an old CD and you can see through the centre to aim.

Thank you so much for this ☺️

As it happens, we really did lose Bert a few months ago. He suffered a bad fall at home and passed away in hospital. A true legend of the sport of gliding. RIP Bert Persson 1935 - 2025

Eprop have been working on 2 blade props for not only the jab engines but much larger usual aircraft engines. This has been a long process but they are at the pointy end now doing certification testing. They havent released any yet but they are not far away. The 3 blade props are designed for the Rotax engines mainly engines with a gearbox. Direct drive carbon based 2 blade props have always been a slippery issue. Mayny have tried but most have failed in one way or another. Just look at the problem with the Hartzel prop issue on the Titan engines in the USA. Cato have come up with a new development but yet has to prove itself for anything long term. I doubt though they have done this sort of testing.

I could NOT agree More, and I've been singing this song since the Mid 60's. As the Weather gets more angry bad outcomes will be More frequent. YOU MUST keep control of the Plane. ENGINE Power is your friend. IF your wings are stalled they won't do what they Must .You can be" NOT stalled" at quite Low speeds IF you unload the wings and the drag is reduced at the same time. Ground effect can help save your day In critical situations. Nev

https://vintageaviationnews.com/restorations/combat-veteran-de-havilland-mosquito-under-restoration-in-new-zealand.html#google_vignette

I like to pour a bit of petrol or diesel in to the filter to thin the oil and then run it through a coffee filter in a funnel, they tend to hold up better than paper towel

Practical Implications The destructive effects of mercury on aluminum are particularly critical in industries where aluminum is a primary material, such as aerospace and automotive sectors. The presence of mercury can lead to catastrophic failures if not properly managed. For this reason, the transportation and use of mercury in environments where aluminum is present are heavily regulated. In summary, mercury can have detrimental effects on aluminum

My cowl is from a mould another 701 builder made. For me it was simply a means to get a semi streamlined shape from prop hub to firewall. There are quite large openings in the front, especially compared to many Rotax cowls, and an even larger outflow hole around the noseleg - so I'm hoping enough airflow circulates to work probably. If I have difficulty managing temperatures I'll have to experiment with baffles and more targeted direction of airflow. As soon as I work through the glitch list Peter and I noted, I'll start doing runs with the cowl on and see what difference that makes.