skippydiesel

Does it strike you as a bit odd, that the Dayco cap you have referred to is a pressure cap - the coolant reservoir should be at ambient pressure. I guess if the cap fits, it can easily be modified, using a 2- 3mm drill bit.😈

Dont know the dimensions but what about an oil container cap?

Another thought bubble - the collapsible jerry cans/bladders, have a cap which can be ordered separately 😈

11 minutes ago, Moneybox said:

You can bet these components are made to a predetermined Rotax specification or at least approved by Rotax.

I cant be certain but I think you are incorrect.

Rotax will supply a basic 912 ULS engine, for which you can including exhaust , air inlet/management , remote oil tank, coolant & oil heat exchangers at a price($$$$?). What you or the factory do with the component's is the choice of the purchaser.

Rotax do not supply, for the 912 carburettor engines, fuel reticulation components other than the fuel distribution manifold .

Factory's often opt for locally or inhouse, made  components - oil/coolant heat exchangers, custom exhaust system & engine mounts, probably due to cost savings and possibly cowling dimensions.

I have seen some really weird looking exhaust systems, that are unlikly to follow Rotax standard's.

The exhaust system on your Evector being a case in point.

😈

1 minute ago, BrendAn said:

i learn't today that rotax do make airboxs, i always thought that sort of stuff was made to suit .

You are not entirely wrong - many airboxes are made by the aircraft factory, as are mufflers and engine mounting systems, however Rotax make all of these items as well. 😈

2 minutes ago, BrendAn said:

i doubt that aluminium airbox is a rotax product. i may be wrong but bolt ons like that are usually made to suit the installation by the installer of the engine.

The air box pictured looks to be a Rotax product. Mine, a home made,  is diffrent  in a number of ways - location of float bowl breather tubes spigots, length of carby tubes, presence of a hot air inlet, etc😈

1 hour ago, Moneybox said:

I can't think of a better one. If you are going to draw air through an aluminium box mounted high in the rear of the hot engine bay then you are going to be feeding preheated air into the carburettors. I don't don't have the data to back that up but Skippy has stated previously his engine bay temperatures. The upper rear unventilated area is most likely as hot an area as you can find. Heat transfer is inevitable. 

The following is speculative;

Yes there will be heat transfer, how much this raises the air temp in the box, will depend on the air flow (speed) & volume.

The air temperature entering the carbys will also be effected by the ambient temperature ie if cruising along at 7500ft, OAT - 2C, the temperature rise may only be a degree or two. 

😈

"While I was taught to use carb heat when pulling power the instructor commented that on most 912ULS the carb heat did not make much difference. He is not the only experienced Rotax user that I have heard say this."

Its a widely held belief that Rotax engines do not get carby ice. For sure they are resistant to icing but to think they never get ice is one big mistake.

My advice;

If the engine is fitted with a manual carby heat system - use it for every reduction in power (landings,stalls or just going to loitering power). Its a good habit to  cultivate and will stand you in good stead should you transition to other engines more prone to carby icing.😈

Coolant heated ie plumbed into the cooling system.😈

"Yes. 912 with carbs on top are. Pretty immune to ice unless they have a ducted carb inlet."

I would not go so far as to use the " immune" word - perhaps resistant.

My last 912ULS/Zephyr, with individual air filters, under cowl temp, ran a consistent 10C above ambient. In 10+ years of ownership and may 100's of hours, never a suggestion of catby ice.

My 912ILS/Sonex has an air box, with direct access to outside air. Under cowl also runs 10C above ambient. However the carby inlets are fitted with Cozycarb coolant heated rings, claimed to prevent carby ice.

😈

Hi BrendAn,

I am going down a similar track for my Sonex - flies straight & level, hands/feet off, in Cruise with just me aboard. Stick a good sized adult (75kg+) in the right seat and a load of aileron & rudder trim is required.

I had a bungee aileron trlm on my Zephyr, didnt need it for the rudder. Very simple/intuitive & light weight. Worked very well.

I have acquired a whole role of bungee/shock cord with which to make the trim system. Will need at least two pulleys and one cam cleat per trim (rudder/aileron). I have been checking out variose marine suppliers for the pulleys  & cleats - all available. Yet to work out the location of pullies .

I rarely have a passenger,  so no rush to do the job- get down to it in the cooler months.

I may be able to help you with some shock cord.

😈

8 minutes ago, BrendAn said:

I don't have carb heat on the 2 stroke but I keep the revs up on descent to avoid cold seizure and carby ice.  Which is easy to do with draggy airframe.

Me neither  - on the 4/ - would need to get back into the carby heat groove,  if ever went back to an engine that needs it😈

Hi Kgwilson,

Your mention of "carb heat" revived a memory. 

While I was trained (in central west NSW) to use carb heat when weather and or engine performance indicated, it wasn't until I did an hour or so, in a C172,  in BC, Canada, that I was given the instruction to use carb heat before every reduction of power.

I dwelt on the lesson, found it good and started to follow the instruction no matter weather or engine condition. It makes so much sense;

• High exhaust heat, from the high power setting, should be used rather than trying to deice after throttle reduced and heat reduced.
• Carburettor icing usually occurs at low power settings (throttle reduction), so best to minimise chance of occurance by using high heat before reducing.
• Adding carby heat has no down side, other than the need to remove it prior to landing, to facilitate the possible need for a full power go round.
• Carby icing can catch the pilot unawares, so developing a habit to prevent this just seems to be the right thing to do.

😈

Sorry folk - don't know what went wrong. Was a joke photo that I don't seem to be able to find again😈

6 hours ago, Moneybox said:

I've lagged my exhaust manifolds and muffler mainly to protect the many hoses. Since I had to rebuild No.2 pipe it has a slight dogleg too so that the filter can be removed. Neither of these is an allowable modification but necessary in my opinion.

Be careful Moneybox.

For the most part, Rotax do not endorse "lagging" of the exhaust system. Targeted shielding seems to be more acceptable.

I do a bit of both,  with the emphasis on hose insulating, rather than exhaust.

😈

34 minutes ago, Thruster88 said:

Is it a requirement for student pilots to be able to demonstrate a late go round with full flap before being sent solo? Would it be a good idea to limit student pilots to only 20° of flap to make a late go round easier to handle. Less pitch up and no need for flap retraction to get some climb happening. 

Its now over 35 years since I started training, in a C172, for my PPL.

If memory serves, my instructor had me practised, Full, Patial, No Flap, touch & goes, go rounds & full stops. I do remember the effort required, when asking for Full Power / Full Flap, to keep the nose down and the seeming age it took, the illusion of no movement, to get up sufficient speed, to start retracting flap.

The infrequent days with cross winds were GOLD for practising X wind landings, the earlier side slip training helped a lot.

We all probably feel we had the best instructor - Mine (a local "Cocky") was/is truly amazing. He somehow maintained an air of calm indifference to my mishandeling of the aircraft but  always seemed to be on the ball if/when things were getting out of hand - THE BEST INSTRUCTOR EVER!!! 

😈

".........to penalise those who do not obey,"

Fortunately there are not very many air cops around, so the the (sub leethal) penalties are most often the criticism of peers and or instructors.

I don't much like the word "obey" in this context - follow, would be more appropriate. Obey has conations of unthinking adherence. Pilots must understand the reasons for the rules, not just obey them.

Of course, PIC survivors of, at fault, accidents accident may face legal censure.

"and to help solve legal issues after accidents"

Solve??? do you mean may assist in establishing guilt or not ? 😈

12 minutes ago, onetrack said:

No, it was a "Darwin Award" offence. Rules and regulations are in place to prevent stupid people killing themselves, and creating a huge mess for others to clean up, and adding serious levels of costs onto others.

While I wholeheartedly endorse the general thrust of your statement, I would point out that rules & regulations are not in place to prevent the stupid killing themselves, they are, in effect, there for the wise, who understand the reasons for and adhere to, the rules, thus preventing their untimely demise 

The stupid , the gung hoe (most of us have been there) unnecessarily risk their and the lives of others by ignoring the rules.

This is as it has always been and will continue. as long as we remain the creature we are. 😈

There are few real accidental discovery's in research - there has always to be some foundation, the right person, the right time.

Flemings discover was, in large part luck, however it was his observation and questioning of what was happening, in the petri dish, which eventually resulted in the discovery of penicillin. It is entirely feasible that another, more conventional researcher, may have binned the dish, as just another contaminated /spoilt experiment.  

Fleming saw something, that could have been a spoiled experiment, but unsteady his mind went off on a tangent and he questioned what if ???????

I only used Fleming as an example - there have been others, often derided by their peers, for not conforming to doctrine, just as the "knockers" on this Forum refuse to entertain, even the possibility, that there may have been a breakthrough, by a small research group, rather than the hugh government underwritten activities elsewhere.

Yes  "divergent thinking", or "thinking outside the square" is part of going off on a tangent - not being a slave to doctrine is also a large part of it. As I mentioned earlier there are those who habitually go down this track and those who suddenly have an inspiration, possibly a one off.

The French lost to the Germans in WW2, because the Germans didnt follow the rules and went around the Maginot Line, rather than make the expected frontal attack.

Tangential thinkers can be disruptive, as noted, they can also be the expression of genius.

Only an arrogant fool, is so dismissive, as to not entertain even the possibility of the subject of this thread 😈

For you linear (conservative) thinkers; -

Hard graft, building on previous research, pays off, but is often slow, takes a lot of resources and very long time.

History is,  perhaps not full, of the brilliant tangent/breakthroughs but have occurred by someone thinking outside the square , recognising a condition/pattern/something that others have dismissed.

One of the greatest was the development of penicillin, a chance occurrence that could so easily have been binned, just happened to be recognised by a tangential thinker, Alexander Fleming.😈

This is what 99% of politicians do, when asked a question:

Key Features of Tangential Thought Process:

• Missed central point: The speaker’s response fails to directly address the original question.

• “Drifting” narrative: Answers tend to veer off into loosely related or irrelevant tangents.

• No return to topic: Unlike circumstantial speech, tangential speech does not circle back to the main point.

• Listener confusion: The flow of thought may feel disjointed, rambling, or difficult to follow.

😈

Oh! the cup half full personalities.

A tangential thinker, either by habbit or accident, can also be the person who sees the problem from a novel perspective, arriving at a solution that no one else has considered.😈

All insightful comments. however I live in hope. This would not be the first research breakthrough by a small lab. Just takes one tangential thinker and or a lot of luck. 😈

Assuming he performed stalls & recovery with his instructor , he clearly forgot the put the nose down part of the  lessons

His instructor should be expecting some in-depth reviews of the lesson plans😈

I hope its true!😈

Bluetooth adapter installed. Only has up to 4 hs on battery, so have connected to ship power supply. As far as I can tell its operational.

Will need to go the next step to do a proper evaluation .

Will "load" AvTraffic & try to get some flying in from tomorrow

😈