Blueadventures

Agree, who wants to tell him to recheck his math? It's about as good as his comment substance.

When do you expect SAAA will issue a preliminary public update?

Been around for a bit as at Airventure in 2011 The Adventourer Kit Heli from Composite Helicopter Debuts at AirVenture By Mary Bernard - July 29, 2011 0 After seven years of development, Peter and Leanne Maloney of Composite Helicopters made their first appearance at AirVenture to promote their five to six place kit helicopter, the KC518 Adventourer. Carbon fiber and Kevlar composite construction with power from a single turbine engine (either the RR250 C20B/J or the RR250 C18/T63) make for a potentially impressive package, though the helicopter will not fly for the first time until August or September. The Mahoneys are working toward certification with both New Zealand’s Civil Aviation Authority (CAA) and the FAA, and they intend to continue manufacturing and supporting kits, which will only benefit from the certification process, Peter Mahoney said.The company plans to have U.S. distributorship with staff who will be able to provide initial flight testing and transition training, though it’s recommended that customers who may not already be currently licensed to fly a helicopter get training in a Robinson before piloting the Adventourer. One of the strengths of this kit, the company says, is its unique “frameless airframe,” which is designed and engineered to be assembled from the outside in in a specific predetermined order. Based on preliminary design data with the C20B/J engine, performance specifications are estimated to include a 135-knot cruise speed, 3.6 hour endurance (on standard tanks) and 5.26-hour endurance with auxiliary tanks, though as Mahoney points out, that’s more than most pilots and passengers would want at one stretch. The hover ceiling (IGE) is expected to be more than 10,000 feet, rate of climb more than 1000 feet per minute, and maximum operating altitude 14,000 feet. With the C20 engine, the max gross weight of the helicopter will be 3200 pounds, and the empty weight 1750 pounds, leaving a useful load of 1450 pounds. The left and right storage lockers have 9 cubic feet of space each, and an aft storage locker has 9.6 cubic feet. There is literally enough room to stow a surfboard and a lot more. The cockpit will have dual controls, and the panel will have dual EFIS displays, though which type was not specified. A cargo swing, spray system, tinted windows, and doors with upper and/or lower windows are options. The basic kit price is $335,000, and the quickbuild option adds $44,500. The estimated completed price of the Adventourer is $395,000. Customer visits to the New Zealand factory are encouraged. For more information, visit www.compositehelicopter.com. The Composite Helicopter display at AirVenture is in front of Hangar D.

I believe that it would have been great if Jabiru made a thicker wing cord (wing option), that had the 230's able to take-off and land shorter, (I mean by average low hours per year competent pilots; I know that very competent / experienced with the model can land short.) The thicker cord would allow more dray and lift and bleed speed quicker on landing. I did email them about 2013 and got a reply from one of their aero engineers that it's not being looked at. In short, I'd like to see a slower s&l speed with lower stall and shorter roll distances. Just my positive 2 cents worth. Cheers.

Doesn't look good.

How many startups have you done with the vernier throttle? They take getting used to. For example; some used for starting are set;- throttle at idle and then turn vernier to provide 1/2 its rpm increase adjustment. The knob is a fine rpm adjuster and you should be able to demand movement of the main throttle movement; as it should be adjusted so the friction is enough to prevent movement that is not by the pilot (eg take hand off, should remain on that rpm setting). POH should advise. You will get used to it and like it. My preference for a R912 is not to have a vernier type.

It was good in that it showed some of the gearbox parts and others (eg overload clutch and sprag clutch). Tried to insert a bit of humour which kind of distracted the flow. Nice to watch and could have been done better and shorter. At least it is out there in the video world of Rotax information.

When I track down a set of inlet manifolds I will do an increase of crossover pipe size. It will be a positive retro fit. Any leads to a set of reasonable priced inlets appreciated. I do not wish to entertain any justification or why I’m know very keen to do a set. My engine runs sweet as I mech a pneumatic balance it and also dynamic balance prop. Just for info.

Nice, I did mention to Travis about posting course details on this forum. These courses are aimed at Rotax service agents and persons on historic wait lists and then they will advertise broadly. First day terrific and fully hands on. Highly experienced facilitator from UK. Recommended.

All good, even in May the one he bought off you also has a badly leaking drain valve, one in particular. He was unable to stem the leak. I said to him that if he flys a least pull the aircraft forward away from the pool of fuel, while I finished prepping mine I saw him just start up and go so if he didn’t fix the two drains he may have a repeat incident. I won’t comment any more detail about either event. Think of it how you like.

Another in Feb, I just took first one incase next was cancelled and also peak of cyclone season so flights in and out get cancelled. Heavy is $1800 (not sure how many grams😏) ‘is’ engines one day $600. Also a line maintenance two day I think at $1200. I’ve been trying to do it since before Covid. Unable to make the last April one that was the min, Tuesday, Wed after Avalon Air show. Looks like you need armed security for the contents of the safe. Find heaps, Cheers

Flywheel balance is linked as the pipe effect is to reduce vibration, comments welcomed. What's needs to reduce is the doubters that keep asking to verify (especially they almost never verify their stuff.)

For forum members information (excluding Skip because he is always negative and won't believe this is correct). The leaky fuel tank drain has flames at it, burnt grass area to starboard side of front end as that's where the vapour would have been going (refer smoke plume drift). Ignition occurred and source spread, prop wash extinguished grass fire but not the aircraft fuel areas. Owner was seated in cockpit doing a start to provide an engine run (wing cover on and still tied down). When fire observed he made a radio call to alert airports fire rescue, they don't monitor outside of RPT, he made further communication to ARO and operator about this.

Don't fly while dripping fuel leak under a plane, back fire on start up, small pool of evaporating fuel and light breeze wrong way and you have a fire possibility. Happened at Proserpine to an RAA aircraft a few years back. I don't like the push up steel (get rusty) ones, not uncommon to leak and need replacing.

He did state that earlier in the updates, plus being a heavier engine it needed to shift rearwards, hence the spacer. Savannahs have much longer spacers. Great Idea and have seen two R Jabs and owners happy with them and they would have excellent w7b and mod info. I can't wait to see it flying and being a fairly straight forward engine brand swap under existing cowl.

Not really, but, hey did I tell you I got my new ASIC card the other day, all good for another 2 years. Cheers🙃

Agree, however I'm happy with life on my little Carby island surrounded by water. Have to be careful of the crocs, sharks and 'R is' gremlins (on the rare occasion they show their heads) and associated costs.🙃

I have the Synchromate and also a tube unit.

I'm happy with carbs, don't want the expense of 'is' diagnostic gear, programs and the headache of chasing fault codes. UL & ULS; the parts, maintenance and associated costs suit me and I pretty much know the critters inside out. I'd be happy still with cars of the 70's and 80's with the upgrade of points to electronic ignition, and stop there. (Don't miss bonnet up in the rain attending to the needs of the points. It was character building.)

That’s right, need to check the carby and its fit, then follow the manual for mechanical balance, then ensure throttle travel is same for both; a visual assessment then run up to verify all good. Two of my experiences are July 2024 asked by neighbour to sort a very rough running Rotax ULS (history was that local lame shop had made adjustments) I adjusted carbs (first recording where settings were) after balance all good. The setting where all over the show, looked in aircraft log no record of the work or who did it. I found out from another source. 2nd example years before above and on a SavXL did M balance but roughness when rpm increased, a bit of further checking and head scratching found the throttle lever on the carb had been bent for clearance, only a little bit and pretty much impossible to see. Had to fit a straight edge (6” eng rule) to see the slight curve. When straightened all good. All part of learning and building experience.

It could have been so easy for them as they have their patterns / casting method and could have just allowed for a bit more material so a larger diameter hole could have been made. In my opinion they miss a possible opportunity to perhaps make an improvement on the Rotax design. Opportunity missed , I say.

Regarding 2) Carb synchronisation behaviour can change. The balance pipe is best disconnected for pneumatic sync. The benefit as I have been told is the low / idle RPM ranges. In the past I was planning to fit an increased id pipe taping a larger diameter thread into a manifold set and place nice curved radius elbows (rather than the abrupt 90 degree type on the engine) as that should also smooth air movement. A few years back someone on this site made a setup whereby he welded threaded flanges to allow a larger diameter balance pipe. Just chasing any in service findings / results. I can see it being a benefit one well adjusted and maintained engines.

Has anyone modified their Rotax 912 ULS with a larger size crossover pipe and if so what where you findings? There is a production 1" id manifold (Flygas Engineering) and cross over pipe available, likely $2,000 AUD in price. Seems the main benefit is smoother idle and low rpm's.

Just bumping question, are any forum members attending this course? The date should have read 2026 (My bad) 19 to 21 January 2026.