skippydiesel

From SRS (Sydney Rope Supplies); I think I may be able to get away with a 4-6 mm cord. One Black & one White to differentiate which surface is being trimmed.😈

Thanks Moneybox - Have contacted the above and asked for performance specifications for 4-5-6-8-10 mm shock cord.😈

"453 kmh = 244 knots all from an RAA registerable aircraft" True! Now that RAA has ventured into aircraft with a TO weight above 600 kg. This move puts RAA in competition with GA - I doubt it will be very attractive, as maintenance etc is as for GA ie for many owners, the low cost of maintain their RAA aircraft, was one of its biggest draw cards. The idea that the Risen can be classified as a "Microlight" is patently ridiculous😈

May be. Strikes me that the Rotax 916 is most likly going to power very much more expensive aircraft than say the 912ULS. The Jab engine (with/without Jab aircraft) have allowed many to enter/own a rugged low purchase/operating cost aircraft. The Rotax 2/ range followed by the 4/range has delivered in a similar (slightly more expensive) way. The relativly expensive & complex Rotax 914 (turbo) is poplar in the USA and Europe where high mountain ranges may be crossed - not so much in Australia where most Rotax operate below 10,000 ft I think the 915 & 916 will compete with the 150 - 200 hp LyCons and will therefore have little impact on the lower end of the recreational aircraft market.😈

Looks like good stuff Reynard. How is the Wombat fan powered? 😈

Restore? Sort of. Display condition only. Still an impressive effort😈

I recently went through a stage of thinking my electronic ball (Dynon Skyview) was not responding quickly enough and may be inaccurate. I purchased a stand alone slip ball (see below). I carefully leveled, in the lateral plain, my aircraft, using several builders & an electronic digital level (to reduce chance of instrument error). I then very carefully stuck, with double sided tape, the slip ball to the panel, ball centered, just above the Dynon. Turns out the Dynon was spot on all the time.😈

"Virtually every part is getting free air flow." Its been a few years, if aged memory serves, both my iPad shut downs were in winter. Cockpit vents closed and the sun beating down on the instrument panel/iPad, from behind the aircarft. At a guess, cockpit air temperature was in the low teens. The problems for the iPad were, not much air movement and the sun directly on the tablet. This probably would not happen in a high wing. The dedicated eye ball vent provided, controllable flow, external, cool air - problem solved with a KISS solution. 😈

I had a RAM /iPad Mini mount on my last aircraft. IPad shut down, due to temperature, twice before I took preventative action. The action was to plumb in, from one of my cabin air vents, to a very small eyeball vent, directly behind the RAM mount. I cut many holes in the back of the cradle to facilitate cooling - worked a treat. No more over temperature outages.😈

"Cue is not the best location to fly in the heat of summer." Much the same in most areas of Au . You need a strategy - TO at dawn, climb to cooler altitudes. On those few occasion, every summer, that the flying itch must be attended to, I find that dawn/first light departure (watch for grazing critters) usually allows for a mid morning landing somewhere(?), before returning to base before mid day. Works for me but I no longer rise from my pit as sprightly as I may have done 20 years ago😈

You should be able to check that the ball is giving accurate information on the ground. Use a known acurate builders level (same bubble reading when level reversed) place across cockpit, lift undercarriage to to level fuselage. Your ball should be centered - if not instrument may need adjustment. In theory, if the aircraft is in balanced flight it should not matter where the ball is located (left, centre, right of cockpit) the ball will be centered. No matter your perception,that the aircrafts performance remains consistent, if ball allowed to "drift", aerodynamically the aircraft will be less efficient. Yaw can be produced/controlled by aileron and /or rudder. This is why I said - "An adjustments to one flying surface will nearly always require adjustment to others." When you are in Cruise, what rudder & aileron inputs are required to get the ball centered? If just rudder -attache a temporary trim tab to the rudder. Size & location, your best guess, unless you can view other identical aircraft that may already have trim fitted. Once optimum, rudder tab size, location, arrived at you may find that in Cruise the aircraft tends to consistently, slowly "slide" (wing drop) in one direction. If flaps can be independently adjusted, you may be able to counter this drop by either raising/lowering one flap. If flaps not independently adjustable, a little more rudder trim may be helpful.😈

I am trying to design a bungee cord, one way trim system for aileron & rudder. The cord will need to be: Strong enough to maintain desired adjustment Weak enough to be easily overcome by pilot inputs ie not impede normal use of stick/peddles Durable - consistent elasticity over time Prefer two diffrent colours, so as to easily ID the two separate systems Able to be used with directional pulleys eg aileron direction of pull, will be away from pilot input direction I could do with some help; Selecting likly cord - guessing 8-10 mm Source of reliable product Finding lightweight pulleys suitable for cord diameter Marine hardware stores would seem to be a likly supplier however pulleys (single) come in a bewildering array of shapes, sizes & cost - max rope size seems to be 5mm - online perusal leads to confusion in the aged mind. 😈

Every aircraft I have flown had in cockpit elevator trim adjustment - does your comment (above) mean that you don't have this facility? Again, every aircraft I have flown, requires changes to trim when speed changes - TO?/Climb, Cruise and in circuit Pre Landing and with Load changes (even fuel consumed). Some of the aircraft had, in addition to elevator, aileron/rudder trim. My current aircraft has in cockpit elevator trim and a very small fixed rudder trim (tab). In Cruise she flies straight & level (ball centered) without any hand/foot inputs. A little right rudder is require on TO/Climb. As a result of recently carrying a 78kg adult passenger, I am in the planning process, to install a simple one way bungee cord, adjustable trim, for aileron & rudder to counter the effect of having such a "load" in the right seat. Back to your aircraft - Some suggestions/observations: Before making any adjustment to flying surfaces be sure that you are starting from the kit/plans/manufacturer's advised settings for all flight control surfaces. Measurements may be in degree relative to a named location and or distance (inch/mm) to/from a certain point (eg spar). If fitted with a control stick/column, fix it in the vertical lateral plain (make a bracket with straps/Velcro) before aileron adjustment. Stick position for elevator adjustments should midway between full aft/forward. An adjustments to one flying surface will nearly always require adjustment to others. All adjustments should be small/incremental followed by a test flight to judge effect. When I adjusted my aircraft lateral trim, I made careful (mental ) note of what inputs were required to have the ball centered during Cruise. In response to aileron correction I adjusted my flaps. For Rudder, I cut several diffrent lengths of aluminium profile (see below from Bunnings Aero Space) fixed one piece at a time, using industrial double sided tape, to the trailing edge, mid span, of the rudder. Fix so that the crescent shape deflects the wind blast away from the direction of adjustment ie right rudder - tab on left side, trailing edge of crescent out. I only needed a tab that is about 50mm long The white tape is just an aesthetic effect ie little fixing quality. Hope this helps. 😈

Rotax Owners Forum https://www.rotax-owner.com/en/rotax-forum will have all the answers. ".........note in the specifications, as being unsuitable for ultralight aircraft" Cant comment on the suitabity of "Penrite MC-2ST Full Synthetic Two Stroke Oil" however this sort of comment is often applied to products, where the manufacturer is seeking to avoid/minimise liability,should their product be implicated in an aircraft incident eg Facet Fuel pumps, widely used by the light aircraft fraternity, explicitly warns against aircraft installation/use.😈

Never! Age slows you down but "window shopping" lives on😈

Please expand 😈

Many many years ago, I and my family flew Joburg/Sydney in a Super Constellation. Dont remember a lot. Think it took the best part of 3 days. Overnights in a hotel. Plenty of room in the aircraft. Wonderful cabin crew. Menu choices. Arrived fresh & ready to play. One memory that stuck was an engine shutdown over the Indian Ocean - apparently "to save fuel" ????😈

So Sling did not supply the aircraft and/or any finance - just a "happy" coincidence.??? The performance is mediocre (neither good/bad). Compare like with like - check out ATEC Faeta, Pipistrel Virus (SW). Both Rotax 912 ULS powered, 2 seat, lightweight aircraft Note on the Virus; - since being purchased by the Yanks its Stall has gone up as has its Cruise. However its independent CAFE challenge figures were approximately; Stall 30 knots - Cruise 135 knots. I don't know what the Yanks have or not done to change the performance (hype?). My real world ( aircraft instruments ) has the Faeta at the same figures. Last time I checked a base model Faeta/912 ULS (factory build) was sub $200,000 Au - I believe the Virus was well over $200,000 Au I have never flown a Virus but believe it has very nice handling. I can vouch for the Faeta - stunning! so good its almost intuitive. So not all aircraft manufactures market as aggressively as Sling. Cant blame them for that however its disappointing when pilots who should be looking beyond the hype are so easily sucked in. "The Sling 4 TSI and Sling High Wing are both '4 seaters' with a higher useable load than a Cessna 172, altho none of the three are true 4 seaters." The "gaol posts are moving" - I stand to be corrected -the video/comparison was a 2 seat Sling powered by a Rotax 912 V Cessna 172😈

Burnie my friend - Do you really believe that Sling are underwriting this trip to enhance awarnes of Crones????? I am sure the Sling performance is adequate - never suggested otherwise. My comments have consistently been to highlight the marketing hype which (along with its purchase price) is completely out of proportion to what it delivers.😈

Cessna 172 is a tried and true, 4 seat (sort of), old technology (never mind what instrument panel is installed), high wing, comparatively AvGas guzzling, much loved by the thousand who learnt to fly in one of these work horses (as I did). The Sling is a modern, hot looking, 2 seat aircraft. Its only common feature with the Cessna is its metal construction. Comparing the two would be as unfair and irrelevant, as comparing the physical performance of an old fart (me) with a 21 year old - no contest! Comparing the Sling with other modern aircraft, of similar design/mission objective, with same engine power, seating, is the only rational way to go. When you do this the Sling is just okay - nothing special (a Corolla of the air). As I have said - I have nothing against the Sling. No doubt a worth aircraft but I cant stand the irrational hype and the purported acquisition price $400,000 (if true) is totally insane.😈

You have to acknowledge Sling marketing is top notch, taking every promotional opportunity. This mornings news- a teenager, suffering from Crones disease, is flying what looks to be a Sling, around the World. Keeping an aircraft in the media forefront, will likly reinforce the perception that this is somehow an exceptional aircraft - potential buyers impressed by marketing hype, probably look past the underwhelming performance.😈

is this progress? Was a time when the journey was something to enjoy, remember. Now its something to endure, get over quickly. 😈

Reference: Rotax Owner (one of many articles on the topic) https://www.rotax-owner.com/en/912-914-technical-questions/9804-912uls-ngk-dcpr8e-spark-plugs-tools?start=0 😈

Hi Danny G, I always thought your initiating this topic was/is a stroke of geniuses. However it needs to be summarised into a logical, easily searched, list, free from the tangential debate that has accompaniment some of the entries. The big question is - how to go about making the list??? A start would be dividing the list into common aircraft, engines (some entries would likly be under two or more headings) What think you? PS - Cost effective, temperature strips may be a valuable item in managing your engines heat impact on vulnerable/expensive components. 😈

FYI: The Superglue, I used to effect a temporary repair, does not react with Perspex/ Acrylic Temporary Fix to get me airborne again I followed Ian Linke's ([email protected]) recommended temporary fix using lightweight woven fiberglass & superglue I strayed (with Ian's approval) from lightweight, ordinary woven fiberglass, to left over wing covering fabric. The wing covering fabric may have too tight a weave, which tended to trap air-bubbles, which were quite difficult to remove. A more open weave may be easier to work with. 😈