pylon500

I'm just worried the long nose is to help with a weight problem down the back? It is starting to grow on me....

From what I've seen in the adds, prices generally seem to be; Expired 912A (80hp) 1200hr (some 1500hr) basic motor =$3~4K Expired 912UL (80hp) 1500hr (pre 2000hr extended) basic motor =$4K Expired 912UL (80hp) current 2000hr model, basic engine =$4~5K Expired 912ULS (100hp) mostly 2000hr, basic engine =$5~6K These are generally run out engines from schools and depending on how they operate, either pulling just the basic core and replacing it (about $15K I think?), or doing a firewall forward change ($LOTS), the buyer of the old engine will then need to chase up all the extras. I read 'Basic' engine to be engine with ignition packs, inlet manifolds, carbi's, coolant hoses with pressure cap tank, starter motor and maybe the old exhaust system? To get a running engine into your 'non-certifed' aircraft, you will also need the following; Exhaust (you may need to mod to suit your application...) Oil tank, Oil cooler, Radiator, Coolant expansion chamber. If the above bits are included, you could ad at least $1K to the above figures. Have a good read of the log books to be sure, general feeling is that most 912's will run at least another 50% of their TBO time...

Just your typical weekend; An hour banging circuits with a student in the Foxbat (Landing 30 grass YTRE, my place on the right of the strip) Steer my resident builder in the right direction with her project. (she's nearly finished her second wing, and about to start the second flaperon) Jump back in the 'Bat and fly over to a mates place and spend an hour or so assisting the re-assembly of his recently purchased, fully restored Drifter. (virtually brand new!) Fly back home and pull a few more bits off the two stroke Lightwing that I'm trying to finish an engine change on Knock off for the day and walk back to the house for tea, and read the latest at Recreational Flying....

"Push the stick forward, the houses get bigger," "Pull the stick back, the houses get smaller," "Pull the stick back further and the houses get bigger again!" Somewhere else in the flying commandments...

I feel a more relevant, if slightly modified expression, hits closer to home than many will admit.... A fool and his money, is soon flying more aeroplane, than he can handle.... I have also always liked; Mechanical Engineers build weapons systems, Civil Engineers built targets!

Back in the 95:10 days, after I built my first U/L, I created my own flight and maintenance log to keep in the plane. Above is the log sheet part (didn't bother with landings then), the interesting bit is the last column where if anything went wrong, I marked a number (followed on from the previous number) that led me to; A maintenance log sheet (hopefully self explanatory). I printed about 4 log sheet pages to every 1 maintenance log. With the dodgy old 95:10's, I seem to make an entry every other flight, but eventually the flight times build up and the work load drops off. Naturally I keep a pilot log book as well..

Pretty much how it went David, although I should point out that it is only proposed to close Old Bar strip during future festivals (should they be able to run any more), the strip will be open the rest of the time. As the new secretary of the 'Old Bar Heritage Airstrip Management Committee', I was hoping that after the interest died down, we would go back to opening the strip to allow visitors to fly into the 'Festival', but in hindsight, it's probably better left closed for just that weekend. Aircraft that get in early can be parked there, but wont be able to leave till the 'show's' over. Remember, if flying into Old Bar, you should contact someone (me) just to check what's going on, we usually let people in, but if the strip's closed from rain or something, calling will avoid embarrassment.

Report already mentioned in 'Dreamcatcher' thread; http://www.recreationalflying.com/threads/old-bar-dreamcatcher-report-leaked.116700/

Just some examples of fillet vs no fillet. Some could be for ease of manufacture or weight saving, some could be related to perceived cross sectional area at a high velocity area...? The Astir with butt intersections; The Jantar with small fillets moulded from the fuselage; And the Salto, which looks positively organic; I have seen somewhere a discussion on how best to create fillets based on airflow in the area, interaction angles of the surfaces in question and the best radius to use based on these factors. No idea where it is now?

Gliders are often having the same debate, fillets or no fillets? Only way to know would be to try....

Actually, the old Jodel may suit having 'pants' ah lah Chilton Monoplane? Choose your own colour arrangement...

Sounds familiar, the news reporter in front seat of this Stearman swore he wasn't near the brakes......

The Lopresti Fury; is a modified and updated version of the Globe/Temco Swift; from the late 40's. The Swift is an attractive aircraft in itself, but built simple and light, and somewhat underpowered with up to a 145hp C0-300. Roy Lopresti ended up with the rights to the Swift, and was converting them with up to 200hp, modified bubble canopy and a mod kit to convert the controls to sticks (original Swift has twin yokes) There are only two Swifts (originals) in Australia that I know of VH-BYB and VH-XTG, both of which I have worked on while at Bankstown. I don't know of any Fury's in Australia, but original Swifts can be bought out of the US for very reasonable prices.....

Sorry David, and PF, The local Taree Drifter has moved on, owner got tired of all the effort, and sold it for a Jetski. Not exactly sure where it went? Am now doing Tailwheel and Two-Stroke in a LightWing, while they last... Arthur.

Some observations; I don't think production LightWings EVER came out with 503's?, only the prototype. The whole concept that ultralighting was based on (I know, ultralights don't exist anymore) was operation by EXEMPTION, this was easier for CASA than actually writing rules just for us. I think if you talk to Rotax, they would say the 582 is a REPLACEMENT for the 532, and can be set up just like the original, ie pull start, B box, no oil injection. These would be the only REAL modifications when fitting a 582, of course a normal person would keep these newer features, but obviously a 'SAFETY' orientated person wouldn't dare add safety features that weren't being used in the dark ages.... What ever happened to 'SAFE HISTORY of OPERATION' ? I sometimes get the impression that if CASA can destroy ultralighting enough, it will become small enough to lose it's potential voting voice and just do as it's told, ie become a cheaper, affordable, acceptable risk version of GA. It would be interesting to know how many LightWings are in private use as opposed to school use? The calls to allow LightWings into 19 should not be necessary as the aircraft, in it's various forms, and as approved under 95:25, has proven itself worthy. Looks like Lee's My GR912 will have to sit in bits in the back of my hangar for longer till we figure out how far backwards I have to 'un-mod' it to become legal enough to be rebuilt and used for training again Just had another thought, this thread should be in the General forums, or at least the Lightwing forums, so that ANY Lightwing owner can find this, not just those that log in...

Currently using a 582 Lightwing for tailwheel and two stroke work. Had been flying with a Warp Drive prop for the last 'umpteen' years, set up just right for circuit work. But then the rego crap happened, and I had to drag out the old cruise prop it was originally supplied with, so now I stagger around the circuit, vibrating most of the way, (yes, the prop has been balanced as best as possible, it's simply the dynamics of a two blade prop) Rumour has it that approved clones of the 'AllSize' rubbish will be available again soon, but who wants to pay $1500 for a piece of wood, when you can buy a real prop (Warp or even Bolly) for $1000, and adjust it to suit your flying requirement? A simple wooden prop (two blade) shouldn't cost more than about $500.

At the moment there isn't even a path to L1 (pilot maint). And you need to be born an L2 to get there......

Go Howie.... Wish I'd known the new GR was in development (my grape-vine is not working..) The LightWing has always needed the 912'S', just hope the new one doesn't gain too much weight and lose the benefit of the larger engine. A suggestion would be to slope the floor and seat tracks a bit to make the seats go UP as they go FORWARD, to help all the short ar$$e$ see over the dash without being perched on cushions Also, PLEASE Howie, PLEASE, give us the option of running a range of propellors, I know the technical people say that two blade is best, but they never tell you that the laws of physics state that no matter what you do, a two blade will ALWAYS vibrate more than a three blade. We would like the option, even if it's only a Bolly (prefer Warps myself, these are now being certified for LSA in the states) Like the bigger looking doors.... Arthur, LightWing pilot/instructor in; 25-0033 25-0081 25-0158 25-0223 25-0437 and flown; 25-0321 25-0429 25-0692 55-3005.

Well thanks..... I try.

If watched carefully, you can see a ground handler grab the cable which actually pulls it into the blades Lucky he didn't lose an arm or head..

Yes, the CofG range is published in the Pilot notes/Manual. My GR912 states a range of 17.3% to 25%. Even the early LW-1's had data in the manual.

Technically it's not my plane, more a design for a friend, to suit her needs. Likes the view out the front of her GT400, but wants handling, performance and comfort of a Foxbat. Looked into the Aeroprakt A-20 Vista, but didn't want tandem seating. Had a fly of a Vista at Oshkosh last year; OOPS, 90 types (or so)... The RV-4 was back about #80... The debur tool I'm using came from Dick Smith (I think), good tool, but the tight bend tip breaks easily Arthur.

Aghh, LightWings.......

Good idea at any time in flight, and almost imperative when in circuit. Why do circuits further out than you can glide back? The other one to watch though is not rushing back to the strip and finding yourself 200 feet above the centre, and nowhere to go but AWAY from the strip. If you have done a few 'DEAD STICK' landings in you career, at least be familiar with full glide approaches..... It's all I'll teach.

Thread drrift......? Had a chat to the 'project' Rebels' owner, and both are VH (750kg) models. The Rotec Rebel is supposed to be up this way soon, will try to find out name and details..... Did find this..... http://www.airliners.net/photo/Murphy-Rebel/1306842/M/ This is the one I'm thinking of, came through Taree about six months ago.