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skippydiesel

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Everything posted by skippydiesel

  1. skippydiesel
    Between weather & domestic responsibilities, it's taken me quite a while to almost complete my aircrafts 200hr service . Just yesterday I was able to test my Six Aviation Bluetooth adapter again. My thanks to BurnieM for this suggestion; The answer is an emphatic NO! it does not transmit music from my iPad, so I guess it wont give me traffic warning either. I will be contacting the supplier & Six Aviation later today to see what they can do for me.😈
  2. skippydiesel
    That's a problem that can be overcome with a ladder or better still a "cherry picker". The convenience of the hot foot type product is that it doesn't require fixing like spikes and should be relativly easy to apply/use. Be sure to take a scrapper & stiff brush up with you to remove accumulated droppings & dust. We used hot foot at work - we were having issues with pigeons & miner birds in covered walkways. From unreliable memory one treatment lasted many years.😈
  3. skippydiesel
    Hot air leaving the cowl is not important. Heat around the ignition modules & the voltage regulator (VR) is. Put your thermocouples in these areas. If possible either mount your VR in a known cool area or consider fitting dedicated outside air duct onto the VR. You should also consider insulating all fuel lines /fittings in the engine bay, to minimise the chance of fuel vaporization/vapour lock. Shield the underside of the carbys from exhaust pipe radiant heat. You can make shielding using ductile aluminium flashing, supplied by any good hardware/building supplier (even Bunnings Aerospace). Fix in place with double wrap safety wire on exhaust and or cable ties on carbys (Alternatively purchase Rotax carby drip trays - they do little if anything about drops from the carbys but do act as good heat shields, better looking as well.). I "Silastic" /glue exhaust wrap to one side of the flashing for extra insulation and safety wire it around a hose where it is in close proximity to the exhaust system . If you are fitting an airbox (Rotax or other) consider ducting outside air in, more efficient combustion/power. The down side of this is greater chance of carby icing - need carby heat or heated inlet manifold rings.😈
  4. skippydiesel
    Back to "Hotfoot" on all potential roosting sites.😈
  5. skippydiesel
    https://www.flygas.info/supercharger-rotax-91214/😈
  6. skippydiesel
    How about some photos of the "supercharger" installation😈
  7. skippydiesel
    Please advise what product(s) you believe give the best anti-seize protection, when screwing stainless steel (SS) into aluminium and when screwing SS into SS??
  8. skippydiesel
    One thing for sure about this debate - we all have diffrent understandings of the rules. It's also possible that the (RAA) rules are not being strictly observed.😈
  9. skippydiesel
    Could be - my figures were for illustration purposes only and reflect common practise by many commercial users of 912's. One of my local fling schools has people on a waiting list for their TBO engines.😈
  10. skippydiesel
    Marty_d "I'll have to experiment with baffles and more targeted direction of airflow." Check out a few diffrent Rotax 9 instalatons. I think you will find that few, if any, have baffles (as in an air cooled engine). Possibly oversimplifying: Rotax oil/coolant heat exchangers facilitate locating these in a good air flow. Inlet air ports need not be large however exit ait is all important. Your target undercowl temperature should be about + 10C above ambient or lower. 😈
  11. skippydiesel
    I have no idea what Wal charges to zero time a Rotax 912 BUT if its $13K which you can probably get (if not more) for the TBO engine, this is money that can be put towards a new engine. The new engine will be up to speed with all Rotax upgrades/changes and have no reused (suspect?) components ie if the change over cost is say $5K why not purchase the new. TBO Rotax 9 engines regularity appear in the classifieds - most are from flight schools and are between 1 - 2 K hrs, well sort after by home builders looking for a cost effective power plant.😈
  12. skippydiesel
    My limited understanding; From an administrative/legal perspective - If you zero time an engine , it is effectively a new engine, so it's not surprising the (certified/factory built) aircraft can continue to be used for hire/reward. Note: for zero time the engine must be rebuilt by a authorised service provider and there must be documentation confirming its rebirth, as an almost new engine. While it may be possible to zero time a Rotax, I am lead to believe, it is more cost effective to sell the TBO engine (for use in an experimental aircraft) and purchase a new replacement for your factory/certified aircraft.t😈
  13. skippydiesel
    Read the desertion - there are too many variables' for accurate repeatability. eg Air pressure & volume, engine temperature, operator technique, etc The primary objective of the leakdown test, is to compare it with subsequent tests, using the same equipment, under as as close to the same conditions each time. The reason for calibrated equipment is simply conformaty ie any tester, conforming to the same standard, will give similar results. Alternatively, use the same (non calibrated) equipment each time for similar result. The proceeding debate had two camps, the certified/calibrated/expensive equipment and the cheap/knock of/ equipment. It s clear that similar information can be obtained from both, subject to careful informed use.😈
  14. skippydiesel
    I stand to be corrected - A factory build can become experimental, subject to CASA/RAA approval. The approved aircraft is likly to be subject to operational limitations eg not for hire/reward😈
  15. skippydiesel
    I liked the idea - testing in flight, just not sure I can do it BUT will definitely explore further. Should it prove possible, with my engine/cowl clearances', it will be very interesting to see how the ground based testing/adjustment translates to the flying aircraft. Still waiting for the prop manufacturer to get back to me.😈
  16. skippydiesel
    Thought I might resurrect this debate, as I found an interesting/enlightening Wikipedia document on the subject: https://en.wikipedia.org/wiki/Leak-down_tester The comments on repeatability and accuracy are particularly enlightening😈
  17. skippydiesel
    Metric fixing for your Rotax. As part of my 200hr service & inspection of my Rotax 912ULS, I wished to have a look at the carburettor jet needle, slide/piston & diaphragm condition. To make the visual inspection, the Chamber Top must be removed. With a little care, this can be done in situ. The Chamber Top is held in position by two stainless steel (SS), 316 grade, Philips head screws. The front screw (No 28) is a Mushroom head M5 x 0.8 x 20mm. The rear (No 25) is a Countersunk M5 x 0.8 x 12mm In my case, one of the rear screws has managed to seize (not uncommon when SS screws are into aluminium) and the Philips head rounded out - it's going to be a devil of a job to get out (story for another time). You can purchase a replacement rear/Countersunk screw (kept in stock as a frequent sale item) from reputable aircraft suppliers for about $6Au /screw + delivery. OR You can go down to your friendly specialist nut & bolt supplier and pick up them up for about 12C each. I have decided to replace both Phillips head (x2) carburettor Chamber screws, with Allen key socket heads and will add a dab of SS anti seize to each screw. I am hoping that the combination of Allen key head and anti size will prevent the problem happening again.😈
  18. skippydiesel
    "....for best results you must do the balance at cruise rpm AND cruise pitch, most probably while flying ?" I am using a DynaVibe dynamic balancer. There are practical difficulties with conducting the balance in the air, primarily fitting the cowling over the sensors.😈
  19. skippydiesel
    Methinks the Americans may also "dispose of" of troublesome individuals - how did Epstein come to die no conveniently?????😈
  20. skippydiesel
    "Dew point and temp were even. I believe I might have had a bit of carby icing. On the ground fast idle is 3000 rpm and smooth as silk. Today coming in to land dropped it to 3000 a couple of times and it stumbled and ran rough. Had to bump it up to 4000. Back on the ground it was fine." A good reason to carry power on descent, unless practising engine outs😈
  21. skippydiesel
    Please expand. How might your theory impact on vibration analysis/correction/balance??😈
  22. skippydiesel
    I realise that noise cancelling headsets are all the rage however the extra purchase cost + parodic batteries, may not be value for $$$$. Befor noise cancelling , passive noise reduction did the job perfectly adequately (in most cases). Assess the noise levels in the cockpit, before making that $KK purchase, it just might be that a passive headset will do the job. I have an old David Clark noise attenuating headset. With my last (composite) aircraft I only ever used the noise attenuation occasionally on long trips. With my new (metal) aircraft I use it all the time. My favorit passive headset is a Peltor (now 3M) -sooo comfortable & lightweight😈
  23. skippydiesel
    Thanks Onetrack, Unfortunatly the story cut off part of the DRA northern boundary - since found.😈
  24. skippydiesel
    All aircraft should be "trimmed" for straight & level flight in Cruise. This can be done with fixed trim tabs &/or adjustment of flap position. This is just dandy for single seater aircraft but is of limited benefit for two seaters, particularly the side by side design. Fill the passenger seat with a human or other load & the aircraft will no longer be in trim ie the pilot will have to continually fly with one or more correction inputs (aileron & rudder). The solution is some sort of inflight adjustment. This can be an electric, mechanical actuated movable trim tab or spring loaded device acting on one or both flight controls.😈
  25. skippydiesel
    I know nothing of the Xair . I stand to be corrected -"..... raaus rules forcing us into flying school aircraft" I don't think this is correct. Certainly there are rules about what aircraft you can be taught in. I believe it's got more to do with the status (factory built, home built) of the aircraft than who owns it. I believe you can be taught in your own factory built and the aircraft you built (subject to finding an instructor who will agree to do so). You can not be taught in a home build, that you did not build. 😈
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