Old Koreelah

24 minutes ago, RFguy said:

...  variations in internal cowling pressure can confuse the Bing to think it is at some other altitude than it really is.....

 

Surely you have installed the tube which connects the carb pressure sensing port to air filter box? 

After hearing horror stories about fuel affecting plastic tubes I half-filled a food grade vinyl tube (the stuff you get in most hardware stores) with petrol and left it in the sun for a few months. The tube discolored a little but didn’t become noticeable less flexible.

From memory, that’s what I used when I installed sight tubes in my tanks. It ended up being a waste of time because the fuel is almost colourless and the surface is so hard to see. I even went to a lot of trouble to import proper red plastic floats from the US to make it easier to read; one sank, the other still floats.

My early training resulted in a near-hatred for Thrusters; after three instructors in four different aircraft, I couldn’t keep any them under control after touch-down. I suspect the high engine and very forward set of the main wheels makes them amongst the hardest to master.
After qualifying in Jabs, I taught myself to handle my little tailwheel plane; lots of fast taxi runs while nobody was around to see my stuff-ups. This tended to be days of strong winds, so a few loops ensued.
 

I leaned the importance of having the wheels toed-out a little and putting lots of thought into the tailwheel design.

I can now land on tar in a cross-wind without being terrified.

1 hour ago, walrus said:

Yenn, I am assuming that we will all be flying in class E with ADSB Sky Echo or better, and a radio. Once we decide that, then the floor of Class E can be fifteen inches for all I care.

 

Needless to say, I already have most of the gear.

Some of us fly little aeroplanes that are worth less than all that nav stuff

Alan I’m a tree-hugger from way back, but I think you should take the dozer to those big high buggers at the end of your strip.

This one wasn’t me, but an interesting flight. This Herc flew low over our strip this morning and did a low level turn around the valley.
His flight plan looks like a drunk’s night out:

On a positive note, I’m impressed that we have a response from this government authority only a day or two after the last submissions were received; not months later like we’re accustomed to.

A Cessna Citation jet has had no problems using a grass strip in our valley, despite its small wheels and wing LE below knee height.

Yes Peter, the really big cargo stuff deserve their own section

The price of these units might come down if they are mass-produced  for drones.

The authorities might also decide to subsidize them, as discussed a decade ago...

23 hours ago, RFguy said:

...Eventually, aircraft all aircraft will use ADSB squitter and there will be no need for transponders.

 

Until all aircraft have ADSB-IN style TCAS functionality, you'll need a transponder.

 Why would anyone spend up large on a system they know will be obsolete in a few years? 

21 hours ago, jackc said:

Plane lives with other junk :-:

Hey Jack; shouldn’t that wooden prop be horizontal?

5 hours ago, APenNameAndThatA said:

...I think drones are a good idea. The problem is that the way they are deployed means that each time you kill five combatants you incense 100 people enough to become combatants.

Totally agree! By their (mis)use of drones the US is sowing the seed of future revenge terrorist attacks.

Perhaps that’s all we can expect of a gun culture.

5 hours ago, APenNameAndThatA said:

...The US has provided a bad example to the world. Imagine China treating Australia the way the US treats other countries?  

I thought China already is.

I had a session in one at a RAAF facility in 1970.

Many of we rec. pilots have little understanding of all the different types of equipment- transponders, Mode A,B,C,S, ADS-B, SE2...

Is this just the perfect way to confuse the flying fraternity and the wider public?

Perhaps some knowledgeable person can point me to an easy-to-understand outline of the different technologies, which ones are favoured by the authorities and their approximate cost.

I know of a gyro with a fixed composite prop which has a distinct bend about 40mm from the end of each blade.

I presumed it’s to induce a bit of twist at higher revs; a crude but automatic pitch change.

Reading nav charts is a bit like reading the pages of exclusions in your home insurance policy; I would prefer to have a short list of the things that are covered.

With airspace changes, perhaps we should ask the regulator for a map of where our little aeroplanes can fly. 

We are well into an era where satellite-based navigation Is very inexpensive, accurate and incredibly reliable. Why then, would our regulator insist we all fly with old fashioned barometric-linked transponders which may cost more than our aeroplanes?

4 hours ago, SSCBD said:

...These are the ones you need to fly with. That may and should push your skills or say your a dead man if you keep that up. 

Learn form these types - seek them out. Everyones ego needs to be shaken, not stirred now and then. 

FLY SAFE. 

Gold!

I can also connect you with an experienced flyer who built his own SuperPup.

2 hours ago, Yenn said:

Two things. Updraught cooling of any aero engine looks attractive as hot air rises, but you have to be aware that the heated air has to exit somewhere. If it is at the top there is a good chance that any oil blowby or worse leaking oil, will end up on the screen.

Yen I presume this response is in reply to my post this morning. I agree that exiting the air above the engine could because problems for pilot visibility; that seems to be why it’s only used on pushers or twins.

The “hot air rises” concept is only a minor reason for my interest in updraught cooling. A major attraction is that my cooling air exits into the low pressure zone above the wing. Another is that the hottest bits will feel the cooling air first. The main perceived advantage is that updraught cooling should work best during steep climbs, when the standard set-up is most stressed.

2 hours ago, Yenn said:

The problem you are having seems to be that the air goes down through the fins until it gets to the centre of the cylinder and then it can get away from the fins beneath the cylinder. As someone earlier suggested the answer to that is gullwing ducts beneath the cylinder to keep the air flowing between the fins.

I have gull wings both above and below, as well as close-fitting ducts around all four cylinders. The air can only escape via the fins.

I suspect the main problem is the big air leak into what should be a slight vacuum below the engine- caused by the oil cooler. 
As outlined in an earlier post, I am in the process of completely separating this airflow.

1 minute ago, facthunter said:

...Air from between the cylinders  directed to the exhaust port area? That's your hot spot. Near the exhaust valve.  Cylinders show BLUE  there. Nev

Updraught cooling may be ideal for the Jab engine, maximizing inflow on steep climbs when it’s most needed. The hottest bits get the cooling airflow first; what is the effect on the rest of the heads?

15 hours ago, RFguy said:

You'd be suprised of the head material  temperature gradient if being forced air cooled.
 

the top screw mounted CHT thermocouples cop a real cooling blast...

I installed the neat little stainless steel insulating covers for CHT probes sold by Ian Bent of CAMit.

Years later, inspired by discussion on another forum, I added shrink wrap to the sensor cable to shield them from the air blast.

The temperature readings shot up 10-15C.

After lots of retesting with other thermometers, I’ve come to the sobering realisation that the higher readings are closer to the real temperatures inside the head than I’m happy with.

4 minutes ago, kgwilson said:

...we do have some appalling drivers in this country that should not have their licence.

That might not fix the problem.

You’d be surprised how many drivers don’t have a license or never did.