RFguy

were the head screws adjust backed off half a turn CCW , then CW again ? or just from where it was at ? Which head screws exactly ? with hydra lifters. the only way you will really know the 'lash' is to have them bled down. However, another the way that is useful, at TDC, you should be able to wiggle the rockers back and forth left to right on the valve head. No vertical up down (opening) movement will usually be detectable IE NO play---, but you can feel whether there is heaps of pressure or little pressure ('rest pressure') by pulling the rockers each way on the valve heads. (Mark Dunstone is credited with that one) . I used a little thread gunk to stop the cover screws unwinding... I prefer screws than clips. Leakdowns sound good.

Now that's a cool idea Ian. No doubt the airlines have something like that. Years ago one would write a fancy algorithm. Now you might just compute all options (IE in 100' and 3 deg track steps) and present the user with the best three to evaluate. I assume the published GPWT charts could be obtained as a data matrix. -glen

Suction cup seems to work fine in the Jabiru and covers a day or few. As for range measurement : Yeah, my seemingly laborious proceedure to measure Skyecho range - well, you guys know what I do for a living, I have to put my c0ck on the block , and I need to be able to stand behind my numbers... hence the methodology. One man's overkill is another man's freedom from court challenge.

Garfly, writing time related code is easy. we all write for UTC with offsets, or number of nano seconds since 1st of January 1980, and a few other derivatives HOWEVER what is difficult is dealing with changes of time in and out of daylight saving, as skipping time might skip important scheduled events, or the other way, might run them twice.

@O-K - that is real world testing with reduced ambiguities.... What you first described was essentially random point testing. The result will essentially be meaningless. You need alot of testing to get data you could talk about. probably 100x the data , compared with my method which seeks to reduce the uncertainty . You cant get signal strength from the system so you'll need to move the system performance intoa region where you can measure signal strength by means of works OR does not work. That's the reason to get distance. Once you are at distance , say > 13nm, you can fly in a circle around a point on the ground without changing the range more than 10%. By flying circles you can map the directivity of your airplane / skyecho combination. Then by doing some rotation of the fixed device at the 'base' you can assess the degree of directivity by the device without the airplane around it... AFter rotating the fixed device, you might need to go further away or come closer to get on the threshold again.... Well there are other ways, but that's how I'd do it with a pair of Skyechos and nothing else. Now if I were doing it, I'd get the plane to go out into the apron, and set up my test gear , and just read the signal coming back from the airplane as it was rotated 360deg like a compass swing test..... You can do this with a $30 ebay RTL-SDR receiver and a laptop...

experimenting with another (airborne) aircraft will simply multiply the two uncertainties from the two aircraft. You'd be better to park the 2nd aircraft , or set up the SkyEcho on a tripod, with tablet sitting on a seat underneath, and fly the 1st plane (device under test) in some direction (get some altitude to maintain line of site ) and once on station 10 to 15nm, where the pickups are becoming marginal, execute a shallow 15 deg max turn 360 deg and note the pickup variation with test aircraft heading. repeat 3 times to generate trend. Rotate test receiver 90 or 180 deg and do it again.

not really. unless was mounted where it was heavily shielded/ obstructed- IE say, on the back of the stator. If the skyecho is mounted at least the distance behind the engine of the maximum dimension of the engine, it wont have much effect.

they're a little directional, but up to 10nm shouldnt matter too much. not affected reliably measurably by poly screen plywood etc. and not even metal struts and thin members, since the RF tends to re radiate off those items.

(frivolous) I want to see "NSW" cut into two states, north NSW and south NSW . IE cut NSW east-west at Hervey Bay. OME can you put a line in for that please, also on your new Australia map. I think the existing queensland border is in the wrong place.

I'd agree. Although, the lack of inertia I reckon could catch some GAers by surprise.....But goes the other way, RAA-GA, I think that slow response time of the aircraft could catch some out. ALthough those two aspects are an advantage for certain recovery phases I think. Compared to the Piper, the big Jabiru is like a sports car. Probably landing phase most different. My take on it - RAA aircraft speed changes are much faster (due to lower inertia) - whether that is running out of speed in a flare or pitching up the aircraft in flight..... and, while GA landing ----while speed decays more slowly, the aircraft is much slower to respond to a recovery from baulked landing due to lack of power and all that weight. Takes time to change the situation compared to the big Jab which will recover/respond to a baulked landing almost instantly. Turning airspeed into altitude in case of engine failure is more effective in the heavier plane, certainly (inertia). A plane is a plane.

Best to do some Instrument flying training. I think that S&L and Rate 1 turns can be effectively taught in a hour of work if the right clouds are abound. I mean clouds, not under the hood. real cloud time is priceless. and a little bit of a situation/serious reality brain state goes a long way for future flying. A good simulator seems pretty good to maintain those basic , IMC back into VFR skills , recency recency recency ! flying the aircraft from the 6 pack scan needs to be inate. I am a firm beleiver this should be part of basic syllabus for the XC rating of a PC/RPL/PPL (but requires an IR aircraft) as----If that is your first 180deg turn in IMC, I'd put real money on it that you will put it into a spiral dive, and if you are lucky, you will fall out of the bottom of the cloud before Vne ensues or your run out of altitude... yeah yeah dont go near clouds ? I dont buy it. I have been flying around the western edge of the tablelands in what looks like benign weather (FEW) suddenly to be surrounded by puffy cumulus that seems to appear out of nowhere and become BKN and in cloud. The real cloud time (IE you are looked into the white) instead of under the hood drives home just how wrong your perception and brain can be in a white out !!!

To remove ambiguity, when writing time in UTC, suffix the time group with Z. then, there is no ambiguity. this is common practice. put a stroke through the Z if you want to further disambiguate from "2"

and if you really want more. then there is Kilo (+10) and Lima (+11). etc. Sydney time EST is KILO. so, in event stuff if we need to write local time, we might write "doors open at 1930kilo" https://www.ozatwar.com/usarmy/militarytime.htm

I know one instructor that will not train IR without an autopilot fitted. He says you want to arrive at a possibly difficult and technical, bumpy IMC approach without already having had the workout the past hour just flying S&L....

NO No NO !!! the question here is not about how to convert UTC to local but that the NOTAM was issued in LOCAL time not UTC !!! https://www.airservicesaustralia.com/wp-content/uploads/NOTAM-Data-Quality-Requirements-for-Airservices.pdf Here is where people lodge this stuff, let's take a look at it - NOTAMS are supposed to be lodged by an Authorised Person. https://www.airservicesaustralia.com/industry-info/flight-briefing/notam-originator/ It is well explained !!! 2.1.4, 2.1.5 in NWS-User-Guide.pdf clearly spells that out 5.2 NOTAM Authorised Persons verification of https://www.airservicesaustralia.com/wp-content/uploads/NOTAM-Data-Quality-Requirements-for-Airservices.pdf so, WTF ???!! If it was UTC, and they were running behind on their overnight work, then they should have realised this 2 hours before and issued a new NOTAM. CAN YOU TELL i HAVE A SORE BACK RIGHT NOW ?

My J230 fuel drains leaked... (changed O rings- and dont forget the header tank drain O ring) . Not fast enough to make a difference but eventually they would have. @Thruster88- what's the service requirement on a GA plane like a Cherokee for fuell drain components- inspection or mandatory time limit ????

Many reasons above why I am studying for my Instrument Rating.... Seems to me to be the obvious next step in my training. I do accept there is a fairly steep cost associated with acheiving it, and this may be unreachable for some, and some would prefer to spend their $ elsewhere, or dont have those specific aviation interests- IE horse for courses. For me- well the science/engineer side of me loves proceedure and challenges...

For an RAAUS to RPL conversion - If the instructor is satisfied for a checkride- then that's all there is to do. might take 30 min, might take 5 hours. depends how proficient you are with the heavier , different airplane. CTA, etc they are endorsements. just like NAV. I have my RAAus NAV so that endorsement got added to the RPL. You dont need the CTA endorsement etc for the RPL (but you cant fly in CTA without it). Really- RAAUS PC and basic RPL is nothing more than a tighter medical requirement , english language proficiency (ELP) evaluation, and a checkride. Oh and there are some minimum hours requirements stipulated in all the CASA forms.

and note well- there is a strict limit to the pressure drop permitted in the system, (on the suction side)- pretty well dictated by the oil cooler. You'll find oil coolers that are wide in width and short in height (IE long tubes left to right ) will not meet the rotax vaccuum limit requirements. Tall, with lots of short tubes will usually meet the vaccuum limit requirement. SETRAB publish the pressure drop for oil flow at some oil visc spec.

mmm Probably best way to find it would be a low VHF + high UHF downward looking radar looked for energy rerradiated from long lengths of metal. You'd find alot of fencing wire along the way.... So team it with a hi resolution, near infrared camera to look through the jungle and team it up with some software to figure out what is airplane wreckage and what is fencing wire. Radar could change frequency to discern fencing wire from aircraft parts. Use RH+LH circular polarized antenna at UHF and you'd discern sheet metal from fencing wire and thin shapes ..... It's possible. I'll find it if someone wants to. - glen

OK 10 rows, 8.3mm spacing per row, likely double core (~ 45-50mm thick etc) , and 187.5 cm2. pretty small ! pressure across it must be good. Bob - sure that wasnt the Oil cooler ????? FWIW - The rotax install manual specifies "Experience has shown that with good airflow, a radiator with an area of 500 cm² (77.5 in²) is required for troublefree op- eration.". .. Now, I think that is going overboard unless you are flying at 50 kts..... I think it needs to be about 300 to 400 cm2 minimum. depends on airspeed.... The rotax pulls out alot more heat into the heads from the heavy aluminium cylinders , compared to the Jabiru LCH which the low conductivity steel - the heat is localized.

thanks. see how much time we have. MDX - I did some reading. wow, quite a story. Likely in 10,000 pieces down a gorge in the Barrington Tops region. OR, got into an updraft, high, high, then carried out to sea and uncerimoniously dumped in pieces in the South Pacific Ocean ? Or taken by Aliens , and assimilated, IE advanced Cessna strutless technology integrated into their spacecraft collective ?

Mike, Thruster and I will be flying DRF back to Cowra over a couple of days of queensland sightseeing late April, from YCHT, maybe a 130ish track to the coast , then done the coast for a while. Any suggestions since this is your neck of the woods ?

yeah, so the Sav dimensions are likely suitable. If you have a fast airframe, (more available air pressure) you can save a little frontal area with a triple core radiator. (thicker, higher air pressure drop across it , but more work done per square inch of frontal area) . Most of the motobike radiators, like the Kawasaki Ninja radiator I use for 3300 LCH conversions, $110, have 19mm hoses. Of course you need 25mm hoses for the 'tax, there are many ebay chinese suppliers of rotax compatible radiators. they're probably all fine. $200-$250. Buy a spare if concerned. Carrying a spare is both cheap and light solution to oan otherwise big problem if it fails / gets stoned (the aircraft, not the pilot) .

What is the frontal area available, and what will be the climb airspeed , and cruise airspeed ?