skippydiesel

Oil thermostat will do absolutely nothing for high ambient or engine temperatures.

3 minutes ago, Kyle Communications said:

The trouble is the other team of prospective drivers are just as bad..they are all tarred with the same brush

 

We need a complete clean out..too much old useless dead wood 

 

Not that I disagree but this sounds a wee bit like totalitarianism  (Xi Jinping)

Electric cars, buses and light commercials will be a reality - in our cities. It will happen - not sure when but is definitely on the way. 

Technology develops exponentially (in most cases) light weight, fast charge/or swap batteries, will become the norm. Prices will come down. Eventually the range issue will be solved and EV's will be in the bush. Hydrogen may be a co traveller,  not so certain of this.

The existing costly/inefficient electrical distribution system will eventually be phased out, with local, even individual household, generation taking over.

Might be quicker and possibly cheaper to just replace the key switch - Electronics supply store (JayCar in Australia)

9 minutes ago, aro said:

Yes but that's my point. We get what other countries are making. If they stop making ICE vehicles, we won't get ICE vehicles - whether we like it or not.

 

The number of companies investing in ICE cars (let alone right hand drive ICE) is going to drop very swiftly.

Australia has never had the sort of market demand, for vehicles, that would get the (real) attention of the big manufactures.

For the most part European/Japanese/Korean/etc cars will do our highly urbanised population very nicely - reasonably good roads, short distances and temperate climate (coastal).

For those of us (a tiny minority) who live inland, best you hold on to something a bit more robust - we may see Cuba style differences in our vehicle choices

Just had a quick read on the Mazda Skyactiv-X  - certainly a step forward but hardly a revolution and not a real compression ignition engine as suggested. Its a hybrid of compression/spark ignition able to burn petrol more efficiently, thanks in large part to diesel like compression ratios, which in tern require  diesel engine levels of robust construction (read weight)

59 minutes ago, SSCBD said:

Brand new petrol-powered cars could be illegal by 2035 as traditional service stations are closed down under a radical climate change plan.

..............................................................

'Set a mandatory fleet emissions standard, applied to the sale of all new light vehicles, tightening to zero emissions by 2035 to set an end date for sales of new petrol and diesel light vehicles.'

 

Your Australia only view (above) does not represent the rest of the World - The big cities ,where there is horrible pollution, are all going EV as are the smaller (land area/travel distance) European countries. The big cities are where most of the World population lives, so EV is already viable in these locations and enlightened governments are promoting their introduction (unlike our ultra conservative, faith guided, leadership).

The cost  per vehicle is much the same argument as when all vehicles were hand made luxuries, that is until the likes of Henry Ford got into the act and a pathetic attempt by the far right to be a King Canute.

Naa! not for a long while yet - to answer your subject title. Why? - cause until we get a big breakthrough in light weight for energy delivered, battery technology,  electric powered aircraft will be confined to the training area. 

15 minutes ago, onetrack said:

 

 

 So a foot thump sound-making device looks the most promising 'roo scarer.

 

https://www.abc.net.au/science/articles/2005/12/05/1515850.htm

 

Tried that, with my aircraft, still waiting to be put back together😁

Quit a few years back now - Coming back from a day trip out west, I was on the home leg, Katoomba/The Oaks. I usually come in at about 7000ft over YKAT and do a long descent into YOAS. Had been hearing a lot of chatter between an RAAF flight (female PIC) X2 and Sydney Control - the gist of the conversation was that Sydney was lucky they were  giving their general location & operating at low level (no actual altitude). Moments later as I passed over Warragamba Dam, two Hercules, in formation, flew under me, from north to south, - I was probably at 5500 ft at the time - they seemed awful close . Shook me up a bit.

1 hour ago, Garfly said:

Ha, ha ... and draw red circles on the windscreen at the same time..  

(By the way, that ain't ugly, just, ummm ... agricultural.  ;- )

All in the eye of the beholder

What a pilot - What an aircraft (ugly though).

So much to do and he still manages to carry on a relaxed instructional monologue - AMAZING!

On 12/07/2021 at 12:16 PM, MattP said:

I must say I do find the thread drift on some of these topics confusing. We start out in a discussion about flying above freezing level in clear conditions, segway to rain being cloud or not and then onto putting potato on your windscreen.

 

I...................................................................................................................................................................................................................................................................................................................................

 

As a bit of context, the circling minima for my local airfield is 720ft and I wouldn't contemplate departing IFR below that even though technically the approach minima straight in are lower. Just a personal minimum, and that's with a suitably equipped aircraft. VFR, nah.. got better things to do and its outside my personal minimums.

 

YMMV.

 

 

Hi MattP,

I agree there can be significant (amazing) "thread drift" - this is very much part of the free conversation style of this Forum and a characteristic I very much enjoy.

There should be no confusion, if you read from the beginning, as you will see how the conversation has evolved.

Further; usually the opening topic is thrashed out/address pretty comprehensively at the start and only "drifts' as we seek to explore its outer limits & beyond.

Long Live The Thread Drift

For RFguy - When I were a wee lad we used a freshly cut spud, wiped over, on the windscreen. I guess the starch effected the surface tension of the rain drops causing them to run together. The effect is to improve visibility - wipers would be 110% better. I can just see you reaching out of the cockpit at 2000 ft, 110 knots,  with half a spud in hand gamily wiping over the rai effected windscreen😁

Given that we (human) have relativly poor eyesight, compared with so many other animals (particularly birds) its truly astonishing that we are able to see another aircraft away from the circuit/training area.

I have always flown with a transponder, so although not a frequent occurrence, I have benefited from quit a few  "alerts" , from ATC, regarding conflicting/close aircraft. Only once has ATC contacted me personally, the others were directed to the pilot of the other aircraft, received by me litening in on area frequency.

Great photos Thruster88

2 hours ago, kgwilson said:

Clouds form when water vapour (less dense than air) rises and condenses at an altitude and condition defined as the dew point into a liquid where the droplets are tiny and the density reaches an equilibrium with the surrounding air. When these combine to form larger droplets they become dense enough to be pulled to earth by gravity. The droplets continue to combine as those already formed fall out of the bottom of the cloud which is at the dew point to form. The size of the rain drops depends upon a number of factors including air movement direction, temperature and air pressure which increase the amount of water vapour condensing and the combination into rain drops.

 

So, rain is precipitation which means it is falling from the sky not being suspended in it which is cloud. Precipitation includes snow, sleet and hail. 

Just to keep the debate on the move - "water vapour (less dense than air) - Naaa! warm/hot air rises and being hot can carry more water vapour than cold air - the water vapour (invisible) condenses,  in to tiny droplets, as the hot air cools, forming clouds.  Rain develops when these droplets start to combine (often around a microscopic dust nucleus). The stronger the hot air rising (updraft) the longer the droplets/rain will stay airborne, forming ever larger droplets.

Snow is just frozen rain that has nor gone through the cycles below

Hail is formed when the droplets/rain meet very cold air and freeze - again the greater the updraft the longer the hail will be suspended, rinsing an falling through warming/cooling cycles and growing ever lager (large hail).

Sleet is a rain/snow combined.

You can see through wispy light clouds - does this mean its OK for a VFR pilot to fly through?

You can see through light rain /mist at what point did it cease to be cloud allowing you to fly through?

You can see through light blowing snow - OK to fly through ?

When it becomes opaque - still OK to fly through?

If precipitation, in all it forms, comes from cloud at what point is it no longer cloudse and the VFR pilot can fly through it?? 

Oh goody!!!we have a debate ;

• I say ALL precipitation is part of the cloud it comes from ego you fly through precipitation (light or heavy) you are passing through cloud (light/heavy)
• Further - I also say precipitation can not fall from a clear sky (there must be a cloud somewher even if not directly overhead the reciprocation).

Lets go to it chaps!

25 minutes ago, Ryanm said:

This doesn’t have to be so difficult.

clear of cloud will almost certainly keep you clear of icing. If you go through some rain, you could pick some up. Just stay clear (inclusive of required margins), you’re VFR. 

Rightly or wrongly I was taught that passing through rain is "technically" entering cloud - its pedantic I know however if the intention, of the clear of cloud rule for VFR pilots, is about being safe from all aspects of cloud flying (not jus a loss of visibility) then avoiding rain becomes part of the intent.

I have (in the UK) experienced freezing rain (sleet freezing on contact with a car windscreen) conditions but never heard of it in Australia

2 hours ago, Roundsounds said:

AOPA USA Article on icing

 

You’re unlikely to suffer from carb ice when operating in air temperatures below freezing. Cold air won’t hold much moisture, you’re at a much greater risk with high humidity around 15-20 degrees C. 

A more Australian targeted advice would be the probability chart put out by CASA 

See https://www.casa.gov.au/files/carburettor-icing-probability-chart

4 hours ago, RossK said:

The article is about Airframe Icing, not Carburettor Icing.

 

The original Q was about icing conditions (both airframe and carb were mentioned)

 I stated early on in this conversation - Airframe icing should be almost a non event/starter for RAA/VFR pilots. Not really worth discussing, Carburettor Icing on the other hand is a real danger to Australian pilots.

You would  have to go looking for airframe ice, in all the wrong placed for an Australian RAA/VFR  pilot to be, to find it.

Hi RossK,

Quick look at your article - doesn't ring true/correct.

See https://www.casa.gov.au/files/carburettor-icing-probability-chart

You are very unlikely to experience airframe icing when in the clear (of cloud).

Don't know your aircraft, however many Rotax 912 engine inhalations have no external air delivery to the carburettors ie they get their air (warm) from within the cowling. In my aircrafts this usually gives a + 10 degree above ambient, making icing unlikely (but not impossible). My aircraft is not fitted with carb heat and to the best of my knowledge has never experienced it.

Altitude has, in itself, little to do with  carb icing  - check out the predictive icing chart.

The only time I experienced carb ice, was at Condobolin while taxying in a C172 

If you have carb heat - always apply befor any power reduction. Always carry some power on decent, to prevent rapid cooling of engine components.

Why have you set 7500as your  cruise altitude? Other than for known terrain/tiger country clearance, my cruise altitude is determined on the day, modified as needed during flight, according to the predicted/existing weather condition.

Runway length is only part of the equation. As important is; how low & long the  approach is (minimum approach angle) and runway gradient (a nice up hill really shortens the ground role).

How narrow the approach, landing clearance is, has more to do with pilot judgement and the ability to handle unexpected side wind gusts.

I would have taught 4 points safety  harasses would have been the minimum for this sort of flying.

12 hours ago, kasper said:

................................................

 

people are not used to recovering fabric wings every 10years or so and maybe should - you still want to go in and take a look................................................................

.........................................

I refurbished my fabric covered wings about 5 years ago now. At the time, the aircraft was 13 years old.

Before removing the fabric I wanted to get some idea of its "integrity" - so using a Philips head screwdriver I attempered to punch a hole in it - my best attempt managed a permeant deformation (deep dimple). I was astonished that 13 year old fabric would be so strong.

I proceeded with the removal of the fabric - careful sue of a heat gun & considerable force was required - I began to question the need to replace the fabric.

Every surface was the same BUT ONE. 

One flap covering just came away without heat or significant effort - the glue seemed to have a different characteristic to all other areas. Whew! I would not have wanted that to happen in flight.

Using the Stewart System (certified) I replaced all fabric, increasing (above factory original) the surface area of glued contact.

Conclusion:

Although the integrity of most of the surfaces was excellent the failure of one might have been disastrous

Using modern fabric, adhesives, fabric UV treatments & paint combined with a more conservative glued area than original should see my fabric last indefinitely (I would still suggest close inspection/testing every 10 years)