skippydiesel

I have seen hanger "doors" made out of shade cloth curtain - seemed to do the job. Reality check: Position hanger so into prevailing wind ie closed/gable end facing wind.. Trying to bird proof a hanger will result in a life time effort ie loosing battle. Control (not total elimination) more likly . Make roosting points inhospitable - "Hot foot" or similar a likly cost effective solution. Few if any hangers are dust proof. If dust a concern, cover aircraft is something like cotton sheeting. In most of rural/semi rural Australia, the biggest threat to your aircraft is weather, especially hail & high wind gust. A door will assist but is likly not to be cost effective. Most doors will have a significant purchase cost & on going maintenance effort & cost. Without added security (patrols/cameras/etc) unlikly to be a significant hindrance to determined unwelcome visitor(s) 😈

For a Rotax I would NOT use the aircraft grade throttle cables. Way too heavy & expensive. Light weight motorcycle cables, much much better. Fraction of the cost- Last time I checked about 1/10th. The aircraft grade, when they get warn & start to stick, may respond to lubrication. A short lived solution. Motorcycle style - do not lubricate - replace.😈

Wow! Thanks for that PapaFox - I have been worried that my conspicuity systems are just for show. Now just have to work out why I don't seem to be transmitting an aircraft ID😈

Why do you need a door? Doors are for cold climates and/or the illusion of security.😈

I have no problem with your argument/preference. I do urge caution - your aircraft is a factory build. Non factory changes may have implications for insurance, etc😈

Hi Truster99, I think you may have worked out by now that I am having difficulty understanding the issues/terminology being used. In my mind I have three conspicuity devises; ADSB Mode S Transponder OUT Sky Echo 2 - short range transponder ADSB IN/OUT OzRunways - some sort of tie up between telecommunications system & GPS The latter, on an iPad display, gives visual report on Ozrunway & SE2 targets. I have acquired an enhancement, AVTraffic, a supposed aural warning system tied in with SE2, that should allow me to spend more time with my eyes outside the cockpit- yet to see/hear it do anything. "......mere mortals with adsb in will not be able to see your transponder." Do you mean ADSB Out? "We will be able to see your SkyEcho2". On OzRunway or similar? "If FR24 was seeing your transponder then the call sign in that box is not set correctly. Still 1200 today." IF you are referring to my ADSB Mode S Out - this was set up by a professional service provider ie other than turning on/off ,checking that code correct (1200), doing the occasional Squawk Ident, I have had no input to it's setup/calibration. 😈

Not me - may have been a blue/white Technam. I fly a white Sonex tail wheel. Being a lazy sod, don't usually get down to the field until late morning.😈

Todays Test Flight Sydney Radar had no problem picking up my ADSB Mode S, 3500 ft over Mittagong Airfield. No "bogies" to play with, so still don't know if AvTraffic /Bluetooth adapter/SK 2 all working as hoped. Have checked my SK 2 settings, all seem to be in order. How do I actually know my SK 2 is working? - Lights indicate all well. WiFi indicates connection.😈

I don't disagree with the intent of this advice/comment however next to impossible with aircraft engines. Rotax 912's run slightly rich at taxi RPM/shut down. This coupled with ignition, rather than fuel shut off, for engine stop, leaves plugs with a covering of loose black soot when removed I would also question if this advice works for Ly/Cons with inflight adjustable mixture control. When I did my GA training a squilian years ago (memory may be dodgy) I would take off with Full Rich (subject to airfield pressure altitude). Make adjustments in Cruise Climb and in Cruise, go to lean of peak EGT and back (rich) a small turn. On Shut Down, fuel cut off to stop engine = few moments of extreme lean running The above changes in fuel air ratio, would change the colour of the plug insulation at each adjustment ie nothing to be gained by "reading" the plug colour.😈

One Sonex owner uses velcro to do temporary instals of trim systems. When deciding on an appropriate size for my fixed rudder trim, I used double sided tape to attache diffrent lengths of curved aluminium. In fact the double sided tape is so secure, my last test piece is still in position two years later.😈

Rodgerc, Yes almost any device that will cause drag/deflection of airflow will do the job (depending on aircraft weight/speed). Both BrendAn & I are trying to come up with KISS in-flight/in-cockpit adjustment systems, rather than a fixed tab. As a general rule, fixed tabs will not work for significant changes in lateral ( a Pax) load.😈

Hi BrendAn, To the best of my understanding; A conventional aileron (differential movement) can not be adjusted to alter lateral trim (even if the ailerons are independently adjustable, as they are on my Sonex). The ailerons will "centre" automatically with air loads, negating any adjustments you make. You can use a fixed trim tab on an aileron to "deflect" one side or other, as the air load will force that aileron up/down but this is not the same as adjusting for variable load once in the air. Adjustable trim (spring/bungee, mechanical, electric) is the usual way of inflight aileron trim adjustment. My Sonex lateral trim has been done by adjusting each sides flap position - very effective😈

Not "all good" - You should not cast aspersions/make derogatory statements, without strong evidence. A valid observation (evidence available) about you - in recent Forum conversations, you have not provide evidence to back up you claims. Now you make unsupported observations of my persona. I wonder is this is a regular occurance ? - NOT GOOD! Zephyr 19-3360 The fuel tank drain valves had had been rebuilt prior to the accident and were not leaking at all. As the aircraft ended on its belly/undercarriage smashed, it's highly likly the accident and or the transport back to my place, damaged them. Zephyr 19-3295 As for the photo you have provided - why don't you, take a moment, have a good look and try & see what I see?😈

In the mean time I have been trying to track down details of my Saf-Air wing tank drain valves. Part Number CAV-110, Thread Size 1/8-27 NPT. O Ring Viton Compound M83248/1-006 Saf-Air list them as brass. Aircraft Spruce as cadmium coated steel - have writen to NZ agents seeking clarification (& some prices). Prices so far; Aircraft Spruce - Valve $32.45, O rings $0.64/each (show 10 pack so may be $6.40) Pilot Gear - Valve $31.95 😈

Hi Blueadventure, How about you quote me an example(s) where I have been "always negative" - If unable to do so, the proper thing would be to post a retraction/apology. As for not "beleiving this is corrcet". I have an idea I might know of the pilot & the incident. If memory serves the fire started in the engine bay/under cowl - not from a leaking fuel tank. The fuel tank is located, in the Zephyr, under the pilot/passenger legs, roughly just in front of the main undercarriage. The tank fuel drain is at the lowest point of the fuselage directly below the tank. You can see, from the photo you posted, where the fire has had its main impact, the the engine bay (at the time of the photo). The fuel tank area is (at the time of the photo) untouched. There is no obvious scorching of the grass, flames or any indication of fire, in the area under/around the aircraft. I was not a witness to the event. If you were and you stand by your statements above (despite the photo evidence) then I accept your word with some scepticism.😈

I haven't done any business with Floods for about 18 months and before that 24. It may have been my imagination, I got the distinct impression , by the second visit, that moral had dropped. No idea why😈

I have no idea how to access fr24. I would rather contact Sydney Radar and ask if my transponder is working.😈

Thanks Thruster88, ".... if you don't see your aircraft on the screen all the time ....." do you mean if you don't see my aircraft on your FR24/screen??? On an earlier matter - I have mt SE2 in the aircraft, will not bring it home to check settings, for quite a few days. Heavy rain at The Oaks, will mean no flying, even if weather good, until field dries out enough for my 4" tail wheel.😈

At some stage in your technical to & fro, would you mind advising me - do I have a transponder conspicuosity problem or not?? Note: I have a transponder/ADSB, Mode S (OUT, 1200), SK.2 (ADSB IN/OUT) & OzRunways/iPad - hopefully all operating, reporting my position & showing the position of other aircraft.😈

My apologies - I understood the thrust of your questions to be; how does a claimed 30% reduction in 2/fuel ("Smartcarb") effect the lubrication of the engine, specifically where premixed fuel is used. The engine/carburettors you mentioned I took to be illustrative ie not part of the origional question.😈

"Oil Injection vs Premix: • On premix engines, any change in fuel flow directly changes the oil ratio." How is this statement correct ?? Never been a 2/ fan however my understanding of premix is that; The oil & fuel is added/ premixed at a certain ratio eg 50:1 in my chain saws. The mixture is then put in the fuel tank. The fuel mix is then metered through the carburettor to the combustion chamber, where it is burnt. During the above process there is no opportunity to change the fuel oil mix ratio - in my example it remains at 50:1, no matter how I tune the carburettor (rich or lean) 😈

I thought this discussion was about a particular fuel metering system/carburettor ("Smartcarb") - not a specific engine. Seems you are off on a tangent , as is your habit.😈

Yours is the first mention, I recall, of this course - Not your fault but a tad late in the day as course starts tomorrow. Where & when was it advertised?😈

Its a bit of both. My understanding: All fuels have a limit to the amount of energy they can deliver ie they can not deliver more energy than their chemical composition contains. With the exception of atomic systems (which I don't have a good handle on) all of our other systems involve the interaction (burn) of the fuel with oxygen, which liberates heat and causes the gas to expand (rise in pressure) which can be harnessed to deliver rotational energy or thrust. . The amount of O2 delivered, in the form of air, to the burn, will strongly influence the amount of energy released, for a given amount of fuel - thats why we improve air flow and or density (pressure) and use axillary air pumps (turbos & superchargers) often combined with heat exchangers (intercoolers) as cold air is denser (more 02) than hot. The burn may also be enhanced by increasing exposure/surface area to the O2 eg atomisation. Then there is the ability/efficiency of the system (internal combustion, jet, ?) to turn the energy liberated, into meaningful power, usually expressed as "work". The above has been improved with better materials, lubricants, engine design and cooling systems. "Modern" engines reflect our improved ability, to combine the above factors, so that we can harvest more of the fuel energy AND use it more effectively, to deliver more power, which can then be used to reduce fuel consumed for a given output OR more work (however we want to express this). I believe there is a limit to this improvement, that we are possibly close to acheiving.😈

Hi FlyBoy1960, I would realy enjoy discussing what you have just postulated but not within this already very shattered thread. I suggest you start another thread on the matter (general discussion?) - I will respond. 😈