skippydiesel

Servants of the people - ha! mutton to be harvested more like

You would think finding the following would be a no brainer. Think again - from weird sizing(SAAS) that does not relate to the OD of the hose, to just plain got no idea mate :

Constant Pressure Spring Clamps - you know the ones commonly found on low pressure fuel/air/vacuum lines (see below) to suit a silicone hose with a 9.5 mm OD

• 8mm ID resting (as in not being compressed/open or over a hose)
• Need a minimum of 12 ,would prefer about 24 units (spares for the shelf)

If you can recommend a reliable supplier (not SAAS) I would be very grateful

Custom cowling - have not painted it yet (work in  progress) but think the last modification - installation of cowl flap - has probably brought the ground operating  temperatures under control. Thermostatic controlled  fan kicks in at 95C & out at 85C  Current max coolant temperature (taxying after fast ground run), 105C (was going over 120c)  - which is OK. The thermo fan should never operate while aircraft in the air only during ground ops.

FYI - the last remaining Shorts Belfast is in Cairns. Its in the process of being brought back into service.  I was at primary school with the test pilots son and saw the prototype fly and now my Sonex occupies part of the hanger that contains the parts inventory for the Belfast - small world.

https://en.wikipedia.org/wiki/Short_Belfast

So did an engine run up/taxi test this afternoon - all went well until bringing the hot engine back to idle - Dynon showed a -7 amp discharge.

Turns out that just about what the thermostatically controlled fan draws, when coolant temperatures hit 95C. When fan stopped, amps went to +3 at engine idle.

Problem solved its the fan (not the prop)- panic over (for now)

1 hour ago, RFguy said:

Yes, the ATEC  Faeta is a very good plane, also. 

skip, we're talking INDICATED airspeed for this question. 

My guess is ur talking 115 kts indicated at 18lph (translate to 134 kts at 8.5kfeet) 

Looking at W&B limits , the Vixxen has a little more utility of you want to carry stuff (but is not as fast as the ATEC) 

 

 

 

Thanks for the acknowledgement RFguy 

I agree the Vixxen is a good aircraft and certainly has its niche in the performance/capacity spectrum.

I don't have a Faeta however my old Zephyr (progenitor of Faeta) delivered 120 knots indicated, at sea level (500ft)

As we have often reflected, in this Forum,  it all comes down to the pilots needs/wants in an aircraft.

https://www.atecaircraft.eu/storage/app/media/references/clanek_Australie_Faeta West to East.pdf

16 hours ago, RFguy said:

that's crap skippy, 18 lph with 106 kias indicated is excellent.  I dont know any other plane that will make that and land slow. AND carry 100 litres of fuel AND two people  and 25kg bags, comfortable cabin width etc.

 

SKippy, please list the airplane you speak of, and its useable load, endurance, cabin width  etc

 

You asked for it - With great reluctance (I am, in part, the Australian distributer) I suggest you check out the ATEC Faeta:

• Comfortable ergonomic adjustable seating X 2 - A subjective area, much depends on the crews body shape/size (adjustable rudder peddles are an option).
• Quiet inside & out - Foxbat?
• 27 Knot stall @ 450 kg -  37 Knots @ 600 kg - Not quite as good as a Foxbat but not far off.
• 134 Knot high speed cruise @ 18-19L/hr (Rotax 912 ULS) Vne 147 Knots - Need I comment?
• 50L x 2 wing tanks Is this what you asked for? Endurance at max cruise, 134 knots/19L, 5+ hrs (to empty). Go back down to 120 knots and you will likely have 6+ hrs.
• Depending on fit out- pay load up to 300 kg (including fuel) - so how much better is your Foxbat?
• Take- off sub 100 m ground role on grass - landing 200 m - Foxbat will probably do a little better but at great cost cost to cruise performance & econamy.
• Factory or Kit built - huge range of options

NOTE: The above claims, for the Faeta, are factual and can be demonstrated here in Australia.

I only know of one other aircraft, in this class, with  a similar very wide flight envelope & performance.

I have no desire to "bag" other aircraft but when suggest performance figures that can be equalled/bettered by others,  in the one airframe, I can not help but step forward and point out there are other options which may better meet your claims/expectations..

Thanks Blue & Walrus -  Battery back up to speed after chargingayy day  (with special Earth X recommended charger)  Went for a taxi -  5 amp discharge while engine running. This is new. All previous engine runs positive charge. Investigation starts today

I agree - filter all fuel in, will vastly decrease the chance of fuel contamination.

I am using a Mr Funnel now but last aircraft had both fill points on side of fuselage. Mt Funnel  requires nice horizontal/vertical fill points to work successfully (yes I know there is angle adapter - still would not do the job) - Modified two Alemlube  funnels with special fuel filter cloth. Had a home one & a go away,  screw lid both ends. Used for 11 years. Amazing the crap they caught.

https://alemlube.com.au/web/product/product_detail/e5c7795b-e5fc-4762-9bdb-3cfcd2b8db5b

Who knows - Master /Alt not on last start? Switch left on since last start? Whatever the issue,should be nearly recharged by now - will take multi meter to airfield to see if there is any stray amps around.

6 hours ago, RFguy said:

Kevin

 

The LSA airplane I have liked most so far is the Aeroprakt A32 Vixxen. that is quite an impressive airplane. lands in the low 30s, heaps of rudder autho,  106 kts indicated at 18 lph , climbs like a scalded cat (for its category) .  5 hours of endurance and heaps of load capacity.  That would be the plane I would buy if I had some coin.

Surly you jest - abysmal X country performance  - 106 knots/18L/hr are not good cruise figures - for similar $$ you can get a number of aircraft that will cruise, at the same fuel flow, at upwards of 125 knots and still have a stall in the low 30, even high 20's.

Sure they want have quit as short a TO/landing but sub 100 m TO ground role on grass is still pretty good and once up, you will go places at way better econamy & comfort plus you wont have to replace the fabric a few short years "down the track".

My Earth X let me down this morning - supposed to be the girls first (test) flight - such is life.

Do pilots use trim indicators for anything other than initial take of setting? In flight I do it by "feel" (said the actress to the bishop) and thought everyone else does it the same way.

"...................the Warrior will set you back $95/hr in Avgas versus $40/hr for RON95 ULP in the Sling"

Wow! that's one thirsty (20L/h) Rotax 912 ULS (or is it a 914?) in the the Sling. My 912ULS cruised at 100 + kn for 13L/h  & 120 kn for 18L/h. My new one (yet to fly) I hope to do 130 kn for 16L/h

Back to Selling a Plane - It took me 2 years and several "almost" purchases, to get my current aircraft. During that period, I developed a very strong aversion to  "brokers". They would seem to employ sales strategies long since purged from the second hand car sales industry. Be warned, there may be ethical brokers out there but that was not my experience.

Ref Mike Gearsons comments on ULP damaging composite fuel tanks -

It would seem, from US based forums I am on, that aviators struggle to find ULP without ethanol (much depends on the State legislation).

Here in Australia, most fuel stations (servos) offer fuel without ethanol.  So Australian pilots should have little concern regarding ethanol compatibility of fuel tanks & reticulation systems. I say a little because we all have concerns about the possibility for the fuel to be adulterated (with E10/diesel/lower RON petrol) in transit and in storage, contaminated with water/dirt/paint particles/ etc.

I read in this Forum that there are tests that the concerned pilot can perform on fuel, to determine ethanol content, so avoidance (for now) of the awful stuff, should not be a problem.

I try to source my ULP from servos that are likely to have a fast turnover in fuel, hoping this will result in purchasing  a "fresh" supply.

I always try for 98 RON, as I feel (that emotional bit again) that this may allow for some adulteration and deterioration, with the result being at least 95 RON - so far so good. 98 is also easier to find, as many servos no longer stock 95RON.

I store my fuel in Bunnings $20 plastic 20 L fuel containers and always try to use the full 20 L so as not to have small, rapidly aging /deteriorating, quantities left over.

I visually judge the sealing qualities of the container on their ability to retain the fuel gas ie does it bulge, about the same as its mates, during the warm day.

Onetracks sealed drums would probably be the best way to purchase known quality fuel  - the problem is that I would only be drawing off 20-60 litres at a time,  which would result in a less than optimum fuel quantity in the drum for an extended (deteriorating) period. I would also imagine the cost (inc drum & transport) may make the fuel cost uncompetitive with the servo "down the road"

As with all these sorts of discussions, where individual perceptions/comfort zone/habit, are the main factors in the decision making, it comes down to just that, personal reference.

When I moved out of GA to RA class, I found it quit challenging (needed all of the 5 hrs plus plus) but now I am here, I would not go back (except for tail wheel training/endorsement, that is not available, in my area, from RA ) - there is so much more "feel" in flying light aircraft  and  the cost bears no comparison.

There is reason/logic in you professionals opinion however I think you will find that the experience of a lot of ULP powered pilots is that a "refresh" works . The problem is that no one talks in % , so its all a tad speculative.

Time, as in how old is the fuel in the tank, also has a significant role in all this. I practised refreshing, by refueling before flight rather than topping up at the end. My guess -  I never had fuel in my aircraft that was more than two weeks old, before the refresh and the refresh would likely have been in the region of 50%.

RF Guy - you forgot to mention - adding a significant quantity (good dollop %?) of fresh fuel to the "old" in your aircraft, seems to restore almost all of the olds origional qualities.

Each to their own Nev - I fly for fun, so like the feeling of "oneness" I got from my Zephyr. If I want 4 + seats (payload) and a solid aerial vehicle (akin to a Volvo) I would not hesitate  to hire a Cessna - but that's for A- B travel ,not the feeling of flight (at least for me)

4 hours ago, facthunter said:

You have to be taught to do a proper scan.. Nev

True! and it will significantly improve on the untrained BUT there is no getting away fro the truism that the human eye is about as good for flying as the human body.

There is hope however - the untiring improvements (& miniaturisation ) of cost effective  technology, will eventually see the installation of TECAS type technology in all flying machines.

No offence RFGuy but all the maths does not address the ability (lack of) of the human eye to pick up other aircraft (in flight) in good VFR conditions, with or without lights (of any intensity and/or twinkle).

I have often been impressed by the effectiveness of bicycle flashing lights, even in bright sunlight, however they are constrained/restricted to the road in front  (location, location, etc) not somewhere in an imaginary sphere surrounding my aircraft.

I have quite a few hours in the  Cessna 150-170 range and a TIF or two in small Pipers (PPL days) 8 hrs in Citabria's  - probably 10 hrs in Jabs,  an hour in a Foxbat and hundreds of hours in ATEC Zephyr. 

My, non technical,  appraisal of characteristics ;

• Cessna's/Pipers - noisy, predictable, solid, reasonably comfortable and now that I have experienced RAA aircraft, rather uninteresting/boring.
• Jabs (small - large) - a bit like the above, in a smaller cramped package. A lot quieter and not so solid feeling, especially in a X wind.
• Foxbat's - very ho hum - way too much built in drag
• Citabria's - enjoyed very much. Never went anywhere to speak of, mostly tail wheel training /currency but found them to be responsive in all stages/conditions of flight.
• AEC Zephyr - a delight. Not as stable as the GA's /Jabs, more subject to influence of turbulence. Very capable X wind. Comfortable, super responsive, quiet both in cockpit & for those on ground, climb like a love sick angel, great STOL combined with excellent cruise speed. Very economical to own/operate.

Cant find it but someone mentioned getting instruction in the new aircraft - be warned,  in RAA, this may only be done in a factory (24) registered aircraft - homebuilt/experimental can only be used for instruction where the pilot/owner is the builder