facthunter

When Dew Point and ambient are the same FOG is Likely OR Icing if it's below zero C. Fog can form very quickly, sometimes. Don't get caught. Nev

Aero engines are made as light as is safely Possible. They are also in moving air so why not air cooled even IF that Limits the HP/CU in a bit. It doesn't make specific fuel consumption worse . The higher temps Make it Potentially Better. With Identical Pots cost is reduced and 2 4 & 6 cyl Variants are Possible inline or Flat and Radial configuration. Individual Cylinder replacement is an advantage as the engine doesn't have to be removed and often the Head/ barrel joint is permanent. Dual ignition is considered essential and there's OFTEN Multiple Variants available of any capacity. Nitrided cranks and Cylinders are the Norm. Crankcases are Heat treated alloy mostly but some Large radials are high tensile Steel. The biggest Problem in the Aero Market is the LOW total Volume and the Hoo Haa of getting certification. You used to have to start Low for a TBO and earn the right to raise it. NOW people SEEM to be able to CLAIM anything without much substantiation. The Path to a successful small Aero engine is littered with Many Failures. Many were Predictable A lot of engines do not get enough frequent USE and are not Installed well or inhibited when out of use. An Over-revved Motor is a desk ornament. Over Heated not far Behind. It's an Aeroplane you are in. IF you want a Motor that Goes forever Get a Gardiner and put it in a Trawler. Nev

Is that a Glo Head? I have a Merlin I've never run. Nev

It's Mostly "Common sense" which is Not that common. By defining requirements there is exposure to Liability. IF it's hot and no shade, you won't last Long . Fly Near trafficked roads or go By Airlines.

dg, Your comment Lacked Logic. The rest of what I wrote you completely ignore. .There's plenty of reasons against Car engines & the redrive is a KNOWN problem. Properly engineered red Gears are Usually LARGE and often Sun and Planetary which is the Best. The Prop is often a significant flywheel and it's not good to Gear a Flywheel to a crankshaft. The Pistons also perform some work as a flywheel but it's cycling where they take energy, stop and give it back. This id at it's worst in flat OR in Line fours. Best is large number of cylinder RADIALS. Some Motors have tumbling counterweights which dynamically absorb torsional Variations. They give the reduction Gears an easier Life. ALL Gears create some frictional Losses which inevitably creates Heat. even in a small Motor it could be about 2,000 watts and backlash or play causes Hammering. Put a stethoscope against a Rotax gearbox and Have a listen or even a failed or Loose Harmonic Balancer . These are Large forces we are dealing with. . Nev

If it's an adjustable hinged tab it can flutter and that's not something to Just disregard. Also if it runs to a limit how is the Plane affected?. AS far as side by side affects things , fuel disposition can do similar and you could Put any cargo to the Left side to compensate. I've flown a plane when test flying from Both seats. Aileron corrects the difference and it's not a lot. A length of Garter elastic would compensate. Nev

That's JUST silly danny. Rotax have gone to a lot of trouble and expense because they KNEW they Had to.. Even Turbo Prop drive shafts (the high speed one) will fret splines IF not Loaded either way. You avoid "floating" them. Direct drive on small engines has a lot going for it. In good engineering you don't drive a flywheel through a gear either. Have you ever Heard a loose flywheel on a motor? It gives you an Indication of the LARGE forces involved..Nev

I'm Not talking JUST about Cox's. That spring would alter flow a Lot.. Nice Pics by the way. Nev

Don't fly a Tiger Moth, Then. Most U/Ls are pretty" active on the rudder" things. I just prefer to keep things simple on the Basis of Less to go wrong. You can do what you want but you have CHOSEN to go Public on this, so then we have a discussion. Isn't that the way it works? A hinged tab can cause flutter. Nev

X air is a long way from Being a Spitfire THEY DO need rudder trim... Nev.

MOST People don't find any of this Necessary. What if it Flutters? I've seen experienced pilots tie themselves in a knot setting roll and the rudder relationship in flight. IF you set a bit of engine offset that cancels out the Power effect in most U/Ls. Nev

THAT depends a lot on the AEROPLANE No Matter how good you are.. They don't all spin the same and it depends on how long you have been in the spin. Sometimes it flattens out. Some Planes will recover themselves if you just let the stick go.. THAT is NOT the Optimum way. Positive action will always expedite recovery and loss of height but the technique Varies. The RoD of Many spinning Planes varies a Lot. IF it's a high rate, survival becomes unlikely. Note Airspeed in a spin varies little and is usual just above stall speed and "G" is not high. Nev

Seems it's more Vague than it used to be. Now it's just where it's sparsely Inhabited by the Looks of it. . Hot and remote without shade I would avoid unless you fly near roads that have regular traffic. Nev

It's NOT INCORRECT stuff IF it works better. Some of the fuel line I've purchased from normal outlets is rubbish. IF you are competing it could jeopardise all your effort. Nev

Obviously It's NOT as SIMPLE as you infer. The reason being torsional vibration. Cars have Flywheels at the drive end and springs in the clutch and Harmonic balancers at the Other end.. ALL extra weight and cost. Nev

Quite reasonable these days. Nev.

Knowing what you are doing Helps. ELEVATOR determines Angle of attack. Nev

Jetstar does flights Melb- Newcastle and no trouble getting a hire car there. Nev

There's different sizes of chainsaw fuel line. The stuff used inside the tank will NOT Kink. It's a Klunk tank. Bending every time you change position. Like some Medicinal stuff to look at. Honey coloured. Nev

Bit like Making F 1 Motors. Many makers have pulled out. Nev

Porsche tried without success. Nev

With a folding blade? It's a cycling Off centre thrust Proposition . Has to impose unwanted Loads. Simply balancing with a counterweight doesn't take account of the Problem. 2 Blades are the simplest and strongest You won't get interference till you fine the Pitch right off like when taxing with a RR Dart . If you've been on one you will remember the Noise and the Kerosene smell in the cabin. Nev

Lack of QA would lead to general unreliability possibly to quite a high degree particularly with regard to the Pressed up Crankshaft. IF it slips at ALL, it's cactus. The Later ones have a slight taper on the fit which is pretty hard to engineer accurately. Factory ONLY assembly. Nev

It WAS done but more of a curiosity than a good PROP position. Nev

I believe you, But He used to come to Lethbridge where I instructed and I'm a good Listener and People tell me stuff, and I've ALWAYS been Interested in Motors. Built and Modified and reconditioned LOTS of them. (and still doing it). Nev