skippydiesel

No "facts" just some experience and reading. I have a fair bit of experince in what happens to a carburetor engines that suffer from stale fuel - not hard to fix but a pain in the rectum and the smell of stale fuel turns my stomach, somewhat. True this has been engines left for many months, even a year or more but does illustrate what can happen, something I wish to avoid. FYI : almost all these engine's have been running on 91 or 95 RON. The 91 RON lasts very well compared with 98 RON, hence my conservative 3 month time limit. Reading - At least 1-2 of the major Australian fuel suppliers,Petrol storage times . Provide reasoned recommendations on fuel storage, times, conditions (air tight container 75% + full, 98 RON good for 6 -12 months) and what happens to the fuel over time (loss of volatiles) Dont know if still available , you may find the info somewhere on this Forum, as I am sure this topic has been exhaustivity debated. https://www.bp.com/content/dam/bp/country-sites/en_au/australia/home/products-services/fuels/opal-factsheet-storagehandling.pdf My Reasoning; If you know the aircraft will not be flown for an extended period, why muck aground with fuel conditioners (approved for aviation?) filling with AvGas, etc when all you have to do is drain the tank(s), gascolator, float bowls, save the fuel for use in the car/mower. When the time comes refuel with known fresh (certain)😈

I am not against people having "all the bells & whistles" - good luck! to those that want it. Yes my Dynon has an A of A - not so useful in my Sonex, may have a part to play for those wanting to play the 'Bush Pilot" & do a lot of STAL type of flying. I have landed my aircraft on two occasions without any airspeed indication - so much for needing (as apposed to wanting) an A of A. I was trained to land on the stall warning - if it was indicating at the "Flair" you were doing a pretty good job. I point out, as a pilot who trained & flew GA aircarft in a diffrent (steam gage) time, most of this "stuff" is not necessary (a want not a need), does not contribute to safe more efficient Day VFR flight . Some of the GA aircraft, I flew, had "George" (autopilot) cant say I used it very often - perhaps that had to do with my longest flight, about 4 hrs (if I recall). It was just another nice but not necessary "thingy" in the plane. I have adopted iPad/OzRunways/GPS , coupled with a Skey Echo 2, as not only an enhancement to efficient planning & navigation but also a leap forward in safety awareness. I am not a believer in the capacity of human eyesight to "acquire" other aircraft effectively. The radio and my trust Ozrunways/SE2 are my best pals, when it comes to alerting me where to look for that nearby/converging aircraft. My Dynon Skyview Classic EMS /ADAHRS is kind of fun, expensive and does not improve my aircraft flying/management one jot, over the steam gauges in my last RAA class aircraft. Being able to download engine history could be useful,(my Son liked playing with this feature) in the unlikly event that my trusty Rotax 912 ULS (no EMS) has a mystery symptom, beyond my diagnostic abilities, developed over the last 60 years or so. Future generations won't even bother to develop the engine management/diagnostic skills that us "old farts" absorbed as a mater of course. So I pick & choose what I believe enhances my flying experience. As a the owner of a Morris Minor (not an upmarket Oxford), ex postal van, back in the early 1970's, I would be happy to own & drive one today. 45 miles /gallon (about 5L/100km) no matter how hard I drove it - 4 speed gearbox, as smooth as silk - tuned to perfection she topped out (peddle through the floor) at 80 mph (129 kph)- didn't corner so well, as van springs allowed her to "lift a leg" (wheel) if you went too hard. (a safety feature?). FYI : Your examples TAS & Ground Speed are available on my trusty old Garmin GPS handheld( & on my iPad) - still have as a back up. OAT has always been available as a stand alone steam gauge ,as has RPM, EGT, CHT, MAP, Alt, Climb, AH (if you wanted, )etc, etc. The big benefit in the EFB systems are weight saving, not pilot information. 😈

What engine & prop?😈

Not sure why you asked this. Was there a suggestion that tanks would not be "dipped"?😈

Sorry not a fan of "Fuel stabiliser" If I thought the aircraft / engine was going to be inactive for, say 3 months, I would drain the tanks, fuel delivery system and carburettors. 😈

Its up to you. Full is one strategy, for shortish term inactivity. The alternative would be refresh with fresh fuel. I guess I would err on the side of the latter, particularly if the inactive time span, went much above 4 weeks or if you don't really know how long it will be for the next flight. Refresh also has the benefit of knowing exactly how much fuel (I always fill to Max) before any flight after a period of inactivity.😈

Short unswear No! As I understand it : The components that are lost, early on, in fuel stored in an open to atmosphere container (aircraft fuel tank) are those associated with starting performance. So if your engine will start on degraded fuel it will run normally and give expected power. You can "refresh"stored ULP by adding fresh fuel. My reading suggest that by adding fresh fuel almost all of the most volatile fractions are replaced, such that there will be no degradation of engine start performance. The rate of deterioration in an open container will be reflected in how full the container is ie surface area of fuel exposed to atmosphere and fuel temperature ie Full tanks - slower deterioration. Direct summer sun - faster deterioration. Unfortunatly I have never come across a quoted time span of ULP loss of volatile fractions ie a month in storage is likly to be okay - 6 months, not! My own experince is that "refreshing" stored ULP seemed to work well, when I was in full time work & sometimes my Rotax did not get started for a month to 6 weeks. I now fly much more frequently so the question does not arrise.😈

Nice!???😈

No offense to the owner/builder, it looks to have all the characteristics of a built in head wind - what is the range? and does that matter?😈

Check out the airfield guides for Wyndham, WA. Pay particular attention to Runways 18/36 and 09/27 Have a look at the sate light image for the same - may need to engage 4X4 😈

All credit to the pilot & chelper - quite the challenge going through Perth controlled airspace. Everyone to their own but city views do absolutly nothing for me. Its great that the pilot had both the company & help of his wife (& daughter). When (if) I get to do the hop (Sydney Perth) - it will be solo/ VFR, with no time for videos/pictures (hand fly all the way there & back)😈

I am a child of post WW2. Looking back it seemed that all children/youth of that time were intersted in mechanical technology, especially aircraft. Like Kgwilson we made model aircraft, progressed to powered control line & free flight planes. Having been lucky enough to visit the the cockpit of such aircraft as Super Constellation's and a host of others right up to the "jet" age, I was non to impressed with the job of an airline pilot but always wanted to fly small aircraft. When I was posted to a central NSW job, right beside an airfield, the once in a lifetime opportunity to get my PPL came about. I eventually achieved my constant speed, retractable & tail wheel endorsements - a great sense of personal achievement. Posted back to the Sydney Basin, maintaining currency started to become a financial burden. Luck was on my side. About this time a new neighbour moved in who was into RAA class aircraft (up until this point I did not know of RAA's existence). I started to fly with him, doing quite a few longish trips, having some adventures, developing a real interest in sub 600 kg aircraft. Some years later the neighbour died unexpectedly, the opportunity to purchase one of his aircraft, a homebuilt ATEC Zephyr, came about - time to convert to the RAA Certificate. Without RAA I would not still be flying. I am now on my second aircraft, a plans built Sonex Legacy. Have already done one longish trip (Sydney - Rockhampton, Hobbs 6 hrs each way, 2 fuel/ "comfort" stops) in the Sonex and hoping to do the "hop" Sydney to Perth in the not too distant future (weather & circumstances need to align).😈

Hi Kiwi, I doubt the tube, with the 90 degree valve stem, will fit within my "Hota" 155 (6") 50mm (2") tyre. Note: Peter Anson (wheel supplier) specified the 6X1.25" tube for the Hota Thank anyway.😈

Thanks T510 - Have had one for years however it can't safely be left in situ, so the annoyance of getting something to connect with the valve stem, presents itself every time I want to check/inflate the tyre.😈

Update on spare 6x1.25" inner tube - The delivered tube did not have the 90 degree Schrader/Valve stem as pictured. It had the usual 45 degree - disappointed. Turns out 90 degree valve stem in 6 x 1.25" is as "rare as hens teeth" /does not exist? Credit to The Disability Shop - when I pointed this out, they gave me a refund.😈

I watched most of the video - What stuck me was how often communication seemed to be wanting. Not in every case but in most. If not the cause, a major contributor to the incident. I bang on about this all the time - so repetitious, I bore myself. When I started my PPL training - Communication was far more formalised - Radio keyed, words spoken, for almost every stage of flight. Then the , "there is too much chatter, clogging up the airways" loby got going. They had a good point. Unfortunatly the authorities agreed so much, the preverbal "baby was thrown out with the bathwater" such that radio communication, in non controlled airspace, is now at the discretion of the PIC. This would be just fine, IF THEY BOTHERED TO COMMUNICATE!. I see self published videos of PIC's ,where no taxi, line up, rolling POB, departure leg, 10Nm, joining, down wind, base, calls etc etc are made - they don't care or possibly even reolise, how such simple communication safety habits, may save their own & others lives. The myth of "see & avoid" is a possible contributor. Student have this little phrase hammered into their skulks. REALITY CHECK! Humans, in flight, are very very bad at seeing other aircraft. Without radio communication (& now transponders with visual/auditory warning) to hint at a three dimensional position, we are hopeless at seeing aircraft in our vicinity/on a collision course. It would be far better the need to communicate was hammerer home to student (all pilots), then they may see & avoid. We need to return to some mid point, in the communication debate - certain calls should be mandatory ie not at the discretion of the PIC.😈

I confess I love my iPad/OzRunways. Not only does it make planning/navigation a doddle, it increases my awareness of aircraft in my vicinity (combined with SE2). I have a Dynon Skyview Classic ADAHRS & EMS. Took me for ever to transition from my old "steam gauges". Other than the weight saving (includes emptying wallet) I am not convinced that it has enhanced my flying experience one jot. For Day VFR in small little aircraft, this "luddite" is of the opinion that the glass screen, has more to do with poser rights than practical benefit.😈

Test taxi/flight . All went well. New tail wheel certainly helps with taxying, need less power . In flight, hard to say but possibly slight more forward trim in Cruise. Purchased a spare inner tube 6 x 1.25" (recommended by Peter A) from a disability equipment supply shop. The tube features a 90 degree valve stem, which I hope will be a bit more accessible than the OM 45 fitted 😈

For the electronics clutz - How does this compare with Sky Echo 2 ? 😈

Peter Anson makes the split rim, fits the bearing's to suit buyers specifications and supplies the Hota tyre. He also made the bush/spacers to adapt to the API castering fork to the wheel. Great service.😈

Circumstance caught up with the decisions making process - Peter Anson advised Nylon/AI currently not available. Great service from Petre. Have fitted the Hota 150-50. Looks great! Change over weight increase 0.213Kg. Weather not conducive to test flying.😈

All too common these days. I hope he is surrounded by good friends & family 😈

Thruster 88, I don't follow; Are you suing 98 RON, or not, in your Rotax 916?😈

If I use any of the "...4 airports..." the price of AvPulp will be compared with local supply of 98 RON and a decision made, on the day, whom to purchase from. Those that bleat on about the superior quality of aviation specific fuel, do so while ignoring the many thousandths of ULP burning Rotax 9's that have been in operation, all over the world, for the paste 37 years. Not suggesting that there may never have been the occasional fuel related incident - not to diffrent to AvGas burners. I have no concerns at all, using 98 RON from a well patronised (high tun over) servo. I do not subscribe to, the hype that surrounds aviation supplied products. If I did, I would not be flying an "experimental" aircraft. I am not suggesting its all rubbish, just that purchasers who preferer to make their own decisions, use a bit of common sense, (do the research) when contemplating purchasing an aircraft, its maintenance/service needs and of course the fuel to power it. Those that wish to have the illusion of enhanced safety/reliability, should purchase factory built/certified aircraft and have a suitably qualified mechanic maintain it and only ever put fuel in it, that claims to be an aviation specific product containing"superior aviation specification additives". 😈

If not malady a member - join the Rotax Owners Forum - this topic has been extensivly covered.😈