skippydiesel

I would add - STAY CALM - easy to say but vital for a good outcome.

Then as per Yenn however he did not mention the use of a CHECK LIST - again vital for a good outcome. Most of us are lesser mortals and do not carry all the necessary points in our head and even if we did, memory, especially under pressure/stress, is extremely unreliable - always have within easy access your check lists

1 hour ago, pmccarthy said:

When I try to view Aviation Classifieds I now get a security warning.

Me too. Whats going on?

No engine (aviation or otherwise) should be operated at full power until it "warms up". - Petrol engines seem to be unable to deliver full power from cold/start and I have no doubt that the potential for accelerated wear is highly likely if you try.

The engine manufactures advice on this matter, is invariably the minimum temperature that need to be achieved befor full power /TO is applied. If you value your engine, you will allow the engine to reach substantially higher temperatures, befor pushing the go lever

21 minutes ago, Yenn said:

I don't know what you mean by "use your shoulder" but I always adjust the start of my turn from downwind according to the wind direction. A strong cross wind will either extend my downwind if it is going to be a tailwind on base, or reduce my downwind if it will be a headwind on base. If I am going like a rocket on downwind I will start the turn early, so that I don't undershoot.

I think they are referring to the instruction to students, that your turn onto base, should be start when your aircraft is about 45 degrees relative to the threshold/landing point - this can be estimated by looking back "over your shoulder".

This is an estimate that should vary according to conditions, with further  corrections for wind speed & direction done on  base/final

Kyle et al : Do you have any response to my comment ? - 

"........... I advocate the angular approach for students, as this offers a more disciplined method, with points of reference (relative to the active runway) ,for all of the actions required from long down wind, base, final, to touch down. I can not see how the curved approach offers (to the student) similar reference points."

21 minutes ago, Kyle Communications said:

I was taught in RAA back 10 years ago that the slow curved constant turn from base to final is the best and also this gives you time to line up. Once lined up you mainly use throttle and rudder for the approach and landing. Ailerons to be used as minimal as possible. In crosswinds I do pretty much exactly the same but keep the into wind wing low as required. Works very well. When i was doing GA in the mid 90's they only taught crab...I hated it. I much prefer this method as there is very little chance of slipping the final turn. I have landed in a 30kt crosswind using the wing down method and it was surprisingly easy..just need to keep your speed up a little over the fence.

 

Well everyone has their training & pet theory's - as a supporter of the angular approach, as my preferred way, with weathercocking on final, straightening/aligning with the centre line just befor touch down.

HOWEVER I also advocate fitting your technique to the conditions of the hour/minute/second - this may be a curved approach, with a slip into wind, whatever suits - I try for  proficiency in both and can mix/match as required (this came with time/practice after becoming reasonably proficient on the former).

Those that rigidly stick to one system, will find themselves discombobulated, when they dont fit/suit the circumstances they face in the moment. 

Once again I advocate the angular approach for students, as this offers a more disciplined method, with points of reference (relative to the active runway) ,for all of the actions required from long down wind, base, final, to touch down. I can not see how the curved approach offers (to the student) similar reference points.

Had the chance to do some circuits at the weekend, in a particularly noisy (internal) LSA ,that will remain nameless - Peltor's worked very well indeed. I am well pleased with my acquisition. With luck the next ,significant, test will be on a very long nav.

FYI Peltor/3M can supply all new cup cushions and foam/sponge inserts "Hygiene Kit HY79" - Purchase is through retailer & prices vary significantly, so shop around.

All control surfaces, working together, & their impact on the relative wind flow,  effects maneuverability, however I understand, perhaps incorrectly, that wing length (span) is the single largest degerminator of role rate (maneuverability). Most competition level aerobatic aircraft have relativly short wingspans, for this very reason.

12 hours ago, aro said:

A standard circuit is pretty clearly defined in AIP. If you're looking for a particular person, I don't know. I suspect it predates WWII.

At a guess, I would suggest the concept of a recognised/defined/standard circuit pattern, to have arisen with the advent of the runway. Prior to the runway a pilot landed/took off, into wind, on a designated field/paddock.

Further guesswork - the development of the runway came about at roughly the latter part of the period between the two Great Wars, as a response to the need for all weather operations (civil & military)and the dangers, to ground activity & conflicting aircraft,  of aircraft landing/TO from any direction (as determined by pilot/wind) became evident .

Coinciding with the development of a defined runway, would have been the safety concept to having arriving/departing aircraft (greater air congestion) operating within a recognised air corridor/pattern -  hight, arrival points & circuits.

Soooo! what happens when a tyre blows out on touchdown???????

I am a supporter of the angular (90 degree) turns especially for students;

• A large part of learning and continuing to fly is discipline. In fact aviating should be viewed as a discipline, we all aspire to perfect. In this case it is the ability to conduct all of the relevant maneuvers, communication, aircraft configuration, at the appropriate time/point all the while making small adjustments for wind speed/direction and glide slope - to arrive at a successful touch down.
• The angular pattern helps the pilot, especially the new one, to gauge distance , hight & target speeds for the variose stages - not so easy if you are conducting a 3/4 arc, or part thereof, approach.
• Once mastered, the angular pattern can be modified to suit the circumstances that present themselves to the pilot - this may include the curved/arc approach (which I have nothing against if the pilot knows what he/she are doing.)

Hi Glen - have you figured out how to avoid excess fuel, from Aux, being vented overboard ?

36 minutes ago, Yenn said:

Many years ago I needed extra fuel for a long trip. Not a jab, but what I did was carry a 20l container in the fuse with a fuel line from the fuel tank breather to the bottom of the container plus a vent line from the container to a vent point outside. That meant that at start up fuel was drawn from the container through the fuel tank and used. The vent to the container acted to vent the main tank when the fuel emptied from the container. It just needed a spevial cap for the container with the two fuel lines. It worked well with oniy a small amount of fuel left in the container.

KISS at its best - well done Yenn.

Not sure that I would be game to use your system - prefer to have a pump delivering the aux fuel to the main tank when I turn the switch on.

The beauty of a bladder (like the Turtle-Pack) is that no vent is needed - just have to have a transfer pump and of course the bladder can be folded away when empty, something a rigid entertainer cant do.

28 minutes ago, Kenlsa said:

Unless your 230 is 19 reg, you will have to get permission from Jabiru to alter anything from the LSA specification build

 

Ken

True!

19 The freedom (in part) to make minor enhancements to your aircraft.

Just a comment on TurtlePack auxiliary/ferry tanks;

I have visited the factory, impressive quality control and testing (to destruction) of all products.

In my maturity (read decrepit old age) I find lifting 20 litres of fuel to be challenge. TurtlePack will make any size of bladder to order but I think the smallest standard  is 40 liters (Little Buddy) - way more than I would want to try and maneuver into my aircraft.

The solution would seem to be some form of "umbilical" fuel filling system ( which I believe TurlePack have for their larger systems but not for the Little Buddy ) that would allow placement of the empty bladder in the aircraft and then fueling in situ. The potential for spillage is a real concern, as is the safe stowing of the umbilical.

Don't get me wrong - I am seriously considering the purchase of a TutlePack Little Buddy 40 litre bladder - just need to work out the practicalities

My Zephyr had a 35 Litre auxiliary tank in it, when I purchased her.

As several erlier commentators have cautioned, the problem with an auxiliary tank transfiguring fuel in flight,  is that you must make more than enough space (use fuel) in your main tank, to allow the fuel to be transferred, without jettisoning some of it overboard.

My solution was to design a circular fuel system:

As luck would have it, the installer of the auxiliary tank also, installed a separate filling point, quit high up on the fuselage (significantly higher than the main tank).

I blocked off the "breather" for the main tank  and blocked the breather for the auxiliary tank.

I Installed a new breather, located close to the top of the fill tube for the main tank.

I connected this new breather, via some small bore metal hydraulic tube (brake line) to an adaptor on the auxiliary tank fill pipe.

I installed a second similar adapter, just above the first - this  second adaptor became the breather for both tanks. Routed the pipe from this second point, as high as I could get it in the fuselage, two loops and then exit straight down out of the lower fuselage.

The auxiliary tank filler pipe now performs the function of a "break tank" - excess fuel coming from the main tank drops back down to the auxiliary  - not out the breather

So even if I forget to turn off the auxiliary tank transfer pump or there is insufficient space for the auxiliary fuel, the extra fuel just goes back to the auxiliary tank - no waystage, no petrol stains Downy the fuselage, no pollution.

Simples!!

I have no memory of being concerned about turning final during my GA days. The mainly Cessna 172's I flew, just seem to be so well behaved, maintaining speed an attitude through turns with ease.

Now that I am RAA and fly a much lighter/low inertia aircraft, I have become very much more aware of turns at low speed,  as even a slight loss of concentration can see the nose rise during this turn and corresponding sharp drop in air speed.

So it would seem to me that the warnings/teaching I received in GA about air speed/attitude, when turning final, now have some real meaning in the LSA world.

Not suggesting things cant go wrong in GA, just that the typically heavier aircraft, are lese likely to exhibit the sudden loss of air speed that an RAA aircraft can so readily show.

1 hour ago, cscotthendry said:

3) Flying with a very experienced pilot is like having a security blanket. It's one of the few times I can totally relax in the cockpit.

This comment reminded me of the time I took an airline check pilot for a fly in my Zephyr - all god (bit heavy on the controls but so what) until came time to land - had to make the PIC decision to take over - nuff said.

Seems like all the examples/videos about trying to keep LyCons in the air?😆 Could be this is the sort of intervention they routinely need to make TBO😝

As an advocate of BDR's (biennial or at least every 5 years, driving reviews) I am also a supporter of the BFR - nothing like having a fresh pair of eyes on your performance, to bring you up to speed. Then there are all those little changes, that the authorities like to introduce - your instructor should be able to clarify/explain any lack of understanding. I always feel that its money well spent.

Oil does not just lubricate and relocate heat, it also absorbs, holds  & neutralises  contaminants. The build up of the latter is the main reason for oil replacement. Many cars have had their service intervals extended by having a larger sump capacity - more oil more ability to absorb & neutralise contaminants, the longer the time between oil changes.

I see examples of how little oil an engine actually needs quite regularly - I  "play" around with a range of small 4/ engines , lawn mowers, pumps, generators, the occasional tractor or skid steer - some that are brought to me for repair/service, have virtually no oil showing on the dip stick and the little that is drained out is very black & foul smelling. After a good service most, not all, will carry on regardless, just as if they had been treated with TLC all their working lives - the others , clouds of blue smoke  from fresh oil entering the combustion chamber, tells the story of  damaged bores, piston rings, valve stems/seals. 

2 hours ago, Roscoe said:

Is that an informed observation, or your personal opinion?

Bit of tongue in cheek (mostly cheek) but also making the point that any aircraft that just meets the standard, is probably doing so, on  a nice cool day with a nice clean wing.

2 hours ago, RFguy said:

the flap out  stall speed is 45 kts in the J160. meets LSA.  

 

Just! - that bit of mud, the carcass of a squillion flies and it may just drop on the wrong side of 45 knots.

As I understood OK he is advocating fins  (increased surface area ) on both the oil and air side - thus maximising heat transfer from the hot to the cool side. I would guess that there may be problems actually fabricating such a system.

3 minutes ago, onetrack said:

Finning on the inside of the sump is the dumbest idea I've heard of, and I have no idea what would possess someone to promote the idea.

The basic idea of finning is to expose as much surface area to strong airflow that is carrying the heat well away from the heat-producing area. There is no strong airflow inside the sump.

When aircooling with fins is designed to promote maximum effectiveness in cooling, the airflow is fan-forced and designed to carry serious volumes of air away. No such ability exists with a design where the fins are inside an engine sump.

Onetrack - as I understand the concept of heat transfer it is directly related to surface area on BOTH the heat and cool side of the system.