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RFguy

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Everything posted by RFguy

  1. RFguy
    yeah I dont see why this needs / should be in LSA category- surely VH-EXP? A Va of 145 kts implies for a 3.8g aircraft, a clean stall of at least 74 knots.... or 59 kts for 6g aero category. Sounds like quite a bit of runway required and skilled pilots. IE - like a Lanceair. Plenty of aircraft ahead of pilot incidents there There's been a couple of PA28s (suspected of) losing their wings due to a neg g manouver at high airspeed, (neg g which is a lower load factor (g limit) than pos g) .
  2. RFguy
    yeah as I read it , just get a class C transit clearance from the mil guys and life is much easier, now. IE you will be accomodated if at all reasonable and possible, compared to, in the past, the opposite.
  3. RFguy
    10nm transmit range on a skyecho, is about the limit when the installation permits it. you'll likely see full power ADSB transmitters from at least 20 to 40nm away. again, depending on the installation.
  4. RFguy
    the tubes and rag of aircraft size will not measurably affect it . the tubes are fairly small compared to a wavelength and will tend to just re radiate whatever they intercept. That being said, you want to stay at least half a wavelength away from any metal in the direction you want to go, about 15cm. The antenna is in the top half of the SE2, so you want that in the clear. flat plate larger than a half wavelength will start to hurt, though. The GPS is just as important, it needs a good view of the sky. (in the top of the box) . if you have a torx bit, take it apart and have a bit of a look
  5. RFguy
    SO, what are these "bolts found to be loose on other aircraft" that we are hearing about ?
  6. RFguy
    so the guy in the seat had their seatbelt on eh ?
  7. RFguy
    there was a common room in our setup, but I think you are gonna just go out for dinner, there are some cost effective joints to eat at. but I couldnt be arsed cooking dinner, and there is a good healthy- style organic supermarket down the road, we ened up getting breakfast and lunch food from there, they sold really good sandwiches we'd pick up on the way home and put them in the common room fridge with our other food like fruit, yogurt etc. Stu and I are healthy eating types , most of the time, so that was easy. mixed with beer, of course.
  8. RFguy
    Hi Mike. I consider the rooms secure, I would leave my laptop and tablet in the room... only would take my passports with me in my backpack, that's all.
  9. RFguy
    Huntsman's are fine. they'll eat the moths, silverfish, etc in your aircraft
  10. RFguy
    Looks fantastic Mike ! just as long as it doesnt get too hot up there. maybe a white paper shade, japanese origami style.
  11. RFguy
    I think the most useful info and tidbits I have learned about flying has come from glider pilots.
  12. RFguy
    Brendan, probably worthwhile doing some reading up on doing minimum radius valley turns. It is something a slow machine does well, AND there are techniques you can use to tighten up the turn (advanced) . Good to read up on it all anyway, approach, in, and exit. Practice in free space up high.
  13. RFguy
    suggest Samsung Galaxy Tab 8 Wifi. I got it, pretty good. 64GB I think. dont need a huge amount of memory if oz runways even with everything downloaded is all mostly it will do (IE you are not goigun to fil it with photos)
  14. RFguy
    that's for sure, I have heard VFR pilots get into IMC around canberra on at least two occassions, and ATC vectors them out of the radio.
  15. RFguy
    Sean, just FYI...... There have been a few Jabiru 230's pump the engine bay with fuel following the float valve seat coming out when subject to huge vibration bumping when the carb was touching the firewall. In J230s , depending on the rubbers and length of the mount tubes, the carby can be millimeters or closer to the firewall, (some are closer than others) and contact can occur, and this is known to dislodge the float seat (pressed in) and the engine bay fills with fuel, as does the airbox wquite a mess and at least one fire and loss of aircraft Just FYI- may not be anything to do with your kit -Glen.
  16. RFguy
    yeah but the cylinders are not in water jackets
  17. RFguy
    I see with the rotax installs front cylinders can get blast cooled while rear get not much airflow . It's not quite all bad, since hotter cylinders transfer more heat into the water cooled heads. But there is plenty of thermal resistance- the aluminium alloys used for these applications have relatively low thermal conductivity compared to pure ally (which peolpe look at for reference but it's not applicable) . A duct really will make a large difference overall - IE ducted inlet over the cylinder bores- avoids flooding and pressurizing the cowling (no good for radiators that are also being vented into the cowling) . I'd also like to see some blast air cooling around the carb bowls since that sit above the exhuast headers (or some heat shields ) . Skippy - are you taking care of any overflow from the carbies in a good fashion ? floats since, or seats come out, carb floods, fire ensues.
  18. RFguy
    but a bypass thermostat I think is part of any solution. and perhaps cowl flaps etc of sorts (IE airflow control) .
  19. RFguy
    Rotax installs vary enormously. Much of the problem is too much pressure inside the cowls (leading to loss of differential pressure across the radiators) , due to excessively sized nostrils. The cylinder bores DO need airflow though. (see rotax install manual) , but it really needs to be ducted from a low drag inlet like a naca rather than huge ram air foreced airflow which abotu 5% makes it across the cylinder bores and 95% just pressurizes the cowling without use. Oil and cooling radiators ideally need to be ducted out of the cowling separately to the nostril / cowling instake... and forward facing ram air flow facing radiators is a must unless you want to get very fancy with sealing. forget 'low drag' naca ducts, they can't produce any pressure to drive through the coress. They are good for general cooling ducts though (like cylinder bores, cabin airflow etc) where backpressure is minimal.
  20. RFguy
    LOL this has got to be the widest thread drift ever
  21. RFguy
    2nd paragraph "The Cessna had departed from Dalby toward forecast en route weather unsuitable for visual flight, despite the pilot only being qualified for flight in visual conditions." I stopped reading there...
  22. RFguy
    Yes, the LS might be one option for an RV10 if you couldnt buy a '540 anywhere. An IO540 is going to make 300 hp. You'd want a 450cu + LS if you were going there. not a job for a 350.......and it still wouldnt be as reliable as a IO540. looking at prices... it would be only worthwhile if you got the vehicle engine cheap. A new io540 is abotu 60kUSD. you might be able to get one yuu can bulk strip for 10-15k and spend 20 on parts to get it back the air Certainly VH-experimental buys a bit of flexibility there.
  23. RFguy
    (nev beat mne to it) The problem with a rear counterweight is that the whole system now has a higher (rotational) moment of inertia. IE just because you balanced it on a set of scales doesnt mean you put it the way it was.. IE take longer to recover from a spin. You've given a rotating object more rotational inertia. This would be , IMO , a hazardous change for an aerobatic aircraft that (was) permitted to do spins. The moment of inertia is proportional to weight times the distance to the centre of mass squared. Because it is radius squared, two bodies opposing do not cancel out because the square of anything is a positive number
  24. RFguy
    I'm assuming it weighs the same as a Lycoming+ a CS. Otherwise all flying quality and test data etc etc are all invalid But, it's experimental- " it is what it is "
  25. RFguy
    what people ask for an airplane and what they actually get are of course two different things.
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