rgmwa
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Everything posted by rgmwa
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Careless reading cost me points. Should have got them all really.
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Whatever is the cheapest and easiest for you is fine with me.
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Should we learn to glide "powered" aircraft?
rgmwa replied to old man emu's topic in Student Pilot & Further Learning
I practice gliding, stalls and slips on most flights to try and keep reasonably proficient. Another useful exercise is to slow the plane in 5 knot increments down to about 55 kts and practice shallow coordinated turns to get a feel for how it behaves as you get closer to stalling speed. Do this at a safe height of course. -
Like Spitfire, I'm also using a Lightspeed headset (Sierra). Haven't tried adjusting the mic gain yet. I've got an old passive headset so I'll see if that makes a difference.
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Thanks for the suggestions. I’ll have a go. I did have an intermittent loud feedback squeal on transmit that has plagued me ever since the plane was built that I finally traced a few weeks ago to a loose nut on the antenna cable BNC connector that plugs into the back of the radio. Just needed tightening half a turn. I went from readability 2 to readability 4 so that was a good result. The cable was supplied with the kit so it wasn’t one of my dodgy wiring efforts. Now I sound no worse than many other aircraft I hear out there, but I’d really like to get rid of all the noise and have clear transmissions.
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Static as in squelch noise, no pulses. Headsets are not the problem. Intercom is good. Mic jack is isolated from the airframe. Headset jack isn’t - all as per plans for the RV-12. I suspect it may be an earthing problem, but where to start looking?
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Sounds exactly like the static I get on transmit. I’m not sure that it increases with rpm although it probably does. I’ll check next time. All other checks match yours. Also readability 4. No noise with engine off. My radio is a Garmin SL40 and I’ve been trying to find the noise source too. Engine is also a 912ULS. Side tone is matched to volume. All suggestions welcome.
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Would that chuck be at take-off or in the cruise?
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I agree. That’s how I understood it. What’s the next question?
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Being in good company always makes me feel less of a failure. 🙂
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OK, how about this. Since it's a nice day and I'm not in a hurry, have plenty of fuel. and the missus has fallen asleep, just out of curiosity I'll turn 180 deg and backtrack for ten mins, then do another 180 and resume course. If I'm not back at my first turning point after ten minutes, I know the wind has come up and I'm flying into it. Therefore nothing wrong with the aircraft. In that case, I can also time how long it takes me to get back to the starting point, use my map to work out the distance (old school), and figure out the wind speed.
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Ground speed less than expected so need to speed up a bit if I want to stick to the plan.
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Applying Occam’s Razor leads me to conclude that the simplest explanation is “something’s gone wrong”. However as it’s a minor problem and I know where I am, I’ll just add a few more revs to make up for lost time and enjoy the flight.
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Radio a request for an area QNH and check the altimeter setting to see if you're flying at the altitude you think you are.
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You are flying lower than the altimeter is reading so your indicated airspeed is higher than than you expect you TAS to be for your planned altitude so you are slower over the ground than you anticipated.
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Winds have picked up and you've now got a headwind?
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Funny you should say that! When I was about 9 or 10 I’d spend school holidays at a farm owned by family friends in southwestern Victoria. I’d look over the cowyard fence in the early morning as the sun came up and watch the magpies landing in the paddock by the swamp exactly as you describe. I imagined being able to fly like they did. Six decades have passed since those days and I’ve been lucky enough to learn how to fly a plane and also to build one. Since then I’ve done a couple of long trips that have covered a lot of Australia, but I’d still like to cross Bass Strait to Tas one day. I’ve also been lucky enough to have flown in the outback but flying the old Qantas routes through Qld and the NT is still on the bucket list.
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...and me.
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I’ve always wondered how engineers on Catalinas tolerated the engine noise when they were stuck up on their elevated perch between the two of them. They’ll must all have gone deaf.
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Vans have two RV12 demonstrator aircraft, one with a 912ULS and the other with an iS. They found similar results for fuel consumption to that described in the article.
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If the aircraft weighs 600 kg then as a minimum your two wing tie downs would need to take at least 300 kg each to keep it on the ground. I think I read somewhere that tiedowns should be able to take 500kg.
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Being tightly strapped in should help to stop you from hitting your head on the canopy or panel, but even with an effective roll bar and a canopy breaker of some sort it won't be easy to get out without help.
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Maybe the downturn in forum posts in the last few months just reflects less aviation activity as a result of Covid plus winter weather, leaving people with less to talk about. Even at the best of times, probably more than 80% of the posts come from less than 20% of the users. I'm one of those who comes here regularly but don't post that often, but I'm not on Facebook either.
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Radio frequencies around Kununurra.....
rgmwa replied to Downunder's topic in AUS/NZ General Discussion
I landed there a while back. There was quite a lot of activity with RPT and Bungle Bungle scenic flights but quite OK, especially with Ozrunways. Probably much less traffic at the moment anyway. -
Wine and chocolate are good when things are going well, but if you think you can buy her off cheaply and then go flying, think again. Staying home with the family instead of heading for the airfield on your day off might be a better idea in this case. Just hope the weather is bad so you'll feel better.
