Ultralights

anything with Silicon in it should be kept well away from any composites, even masking tape has silicones in its adhesive and not recommended to be used in a composites workshop.

Lawyers, the first to be up against the wall and shot come the revolution.. same goes for the lack of adventure thread..

what about an experienced Structures guy with experience on Boeing wide and narrow bodies, airbus narrows, Boeing F18/F15, BAE Hawk 127, S70B2 Seahawks, westland Seakings, and Squirrel rotary wings, 16 yrs total, 7 in advanced composites...:big_grin:, oh, and a Psychologist

thats the main reason i was thinking EGTs, to give warning of carby problems, such as leaning due to cracked or loose carby sockets, out of balance etc

Nev, recently we had a coolant cap failure, the only reason it was detected was the overflow bottle was filling well above the normal level, we never lost any coolant overboard, though if we did suffer a coolant loss, im sure a CHT sender would detect it happening whereas a EGT, or coolant temp sender might not.

Gday, i have found a MGL avionics 4 channel EGT/CHT digital engine monitoring instrument in my garage originally intended for my Vampire, anyway, it would be of greater use in my Savannah as the Vampire already has EGT and CHT fitted.

so my question is, which would be most benificial in a 912 ULS Powered Savannah?

4x EGT? or 4X CHT? bearing in mind it has water temperature monitoring for both Left and Right hand sides, and Oil temps and pressure indicators.

Would EGT be more useful in monitoring engine condition and onset of problems? again noteing that Mixture cant be changed in flight to influence EGTs? or would CHT be a better indicator of impending problems?

at present im thinking EGT would be a better indicator of engine health.

Thanks in advance

Rob.

Sunday the 24th is fine, as long as the weather is.

sadly i cant take the credit for the paint job, that would go to Flyingphot.

yes that is a Whale behind the wheels, tail in the air.

same pod of Whales at bottom of pic.

nicely handled forced landing, in cockpit video. quite a sudden stop apon landing.

forced landing helmet cam video

Is the dvd available still?

where to start? well, Goulburn i guess. I ferried our aircraft from Wollongong to Goulburn to pick up Flightygirl,at 8:30 then waited, and waited, and waited....

Finally got off the ground at around 12:30 for Brewarrina via Narromine for fuel

Stupid me forgot to pack a memory card for the camera, so only had the mobile phone for pictures until we arrived at Brewarrina and purchased another card.

Trip from Goulburn to Narromine was fine once above the turbulence at about 4500 ft. Once in the smooth air we picked up a nice little 5 kt tail wind.

Arrived in Narromine at approx 2:30 using just 50 ltrs of a usable 100 ltrs fuel from Wollongong.

Awaiting my Co-Captain at a nice green and very cold Goulburn morning..

Nice easy to spot landmark Southwest of Orange

A very large hole in the ground.

Not far north of the mine, is a small hole, looks like a new sinkhole!

and after 2 hrs, we arrived at Narromine, and a nice straight in approach to runway 29

After topping up the tanks, it was direct to Brewarrina, winds below 5500 were a bit bumpy and gave a 5 kt headwind, but climbing to 8500 gave a good smooth 10 kts on the tail. 95 kts ground speed meant the longest leg was only 100 minutes.

From Narromine to Warren was a fair bit of crop duster activity, but past Warren the landscape changed to the more outback grazing land and millions of semi circles on the ground, we cant tell if they were made made or natural, so if anyone knows what they are, we can settle a bet.

8500 above nothing but plenty of tree lined creeks.

getting redder

Lots of those semi circle things from 8500

Finally arrived over Brewarrina, Our Hotel is just in front of the wing strut overlooking the river.

On the ground at Brewarrina.

The Barwon river is still flowing strongly after the heavy rains in central queensland some months ago, sadly the 20,000 yr old Aboriginal fish traps were submerged.

Our accomodation, and with airport transferes provided.

The 20,000 yr old fish traps, still used to this day, well, when the water was lower

The Following day, little wind, and high overcast, so hopefully no thermal activity.

this time we wecided to fly to Narromine at 1000ft Agl, to get a better look at the landscape, from 8500 ft you miss quite a lot of stuff, we just didnt see the vast amounts of water in the area, the flocks of Emu's, cattle and sheep. though navigating from higher is easier as homesteads can be seen from quite a distance, and out here, homestead spotting is all you have to navigate by, other than the compass and watch. there are far too many creeks and waterways to by able to pinpoint one.

Departing Brewarrina runway 21

Tracking direct Narromine at our cruise height of 1000 ft. just south of Brew' was this river, flowing well.

Amazingly flat and desolate.

these patterns look so much larger from here, just what are they? are they bulldozed into the ground? or raised above?

from this lower level, the vast amounts of water out here is obvious.

Scaring the Emu flocks

Looks dry

yet still plenty of water on the ground

very deceiving, still plenty of water there, almost a swampland

even though we returned on a reciprocal track, the scenery was completely different from this level. looked very dry from 8500, not so from 1000

Narromine.

refuelling at Narromine, used 60 ltrs for the return trip to Brewarrina from Narromine

Nice collection of bugs as well, though not 1 Locust amongst them, just millions of little green things.

from the Flatness of Brewarrina to the Vertical of Mt Victoria. in just 4 hrs.

YKAT and the Hydro Majestic Hotel, cloud base was 4500

At 1000 ft from Brewarrina to Narromine there was no wind, and little turbulence, but once departed Narromine we climbed to 3500 and picked up another 10 kt tailwind. from what i hear its quite rare to have decent tailwinds on the outbound and return legs of a short overnight trip! for the entire trip, except for over the mountains, weather was perfect. aircraft performed flawlessly as expected and used an average of 18 ltrs an hr at 5200 rpm indicating 85 kts. prop pitch could be coarsened to improve economy. but we proved we could do a Wollongong to Brewarrina leg without refuelling.

still cant comprehend just how big this country really is..

Gday Blackrod, yeah, the camera is a Gopro HD Hero, and i used Imovie on my Mac to edit them.

On the timelapse movies, the camera is set to take a single frame every 2 seconds then use Quicktime Pro to create a movie from the image sequence the camera takes, on the tumut trip over the snow, there was about 5000 images.

for the video above, the camera was on its lowest resolution setting for the 2 and a half hours flying, and the file was 7.8 GIG on a 8 gig memory card.

and now with video proof of said great achievement

https://www.youtube.com/watch?v=uevEllnqFR4

Shutting an engine down in flight, other than for emergency, is partly illegal, as in, its only permitted by approved people, such as CFI's and approved Senior Instructors

Hehe, couldn't help myself, and just bought some blueprints I found on the web.... Lets see if they turn up now, might be a project to fiddle around with when I get bored. i_dunno

it seams to me that the current spate of bad runs on Jab engines is recent, there seamed to be a few years there with little problems after the initial issues with the 2200. our schools LSA at Bankstown has run to TBO on 3 engines now, with over 6000 airframe hours. though being the primary trainer at a busy school mean that every engine has been worked hard. even orders from the CFi are to fly the Jab at Full power whenever we are flying without a student. apparently keeps the maintenance costs and issues down.

could most issues stem from differences in Mixtures between cylinders? hence the temperature differentials? could large temp variations cause uneven and undue stresses on internal moving components leading to early failure and excessive wear?

hay! i can speel

Goulburn? who said anything about Goulburn? Im thinking Cootamunderra

nothing wrong with gravity extension, the B747 uses gravity to extend the gear. with aerodynamic aid. 767 is the same. its funny watching the gear swings in the hanger at Qantas, the gear is lowered, gravity does it thing, but with the lack of aerodynamic force, its takes about 5 guys hanging off the wheels to get it to lock. on its great failsafe, in the event of hydraulic failure, gravity does it for you

first mistake was handing someone a camera!

there are quite a few waypoint names like that in Oz, over NT there is LARRY CURLY and MOOEE aparently

when asked how you got in, you should have then offered the rear seat for $500 to get them out of there! might have payed for fuel at least! :big_grin:

i regularly fly above 5000 ft without a transponder,(disclaimer-i do have a valid PPL) its not a legal requirement, but the point of having one is to be seen. so how do you be seen without a transponder?

simple. Get on the radio, and let the sector controller know your there, and give an accurate position report and track. he can then inform you of IFR or vice versa.

as said before, in a lot of places in NSW, its not possible to overlfy an airport below 5000 ft. funnily enough, went on a glider flight last weekend, found a small thermal, and it took us right into sydney CTA, an not 1 call from the pilot requesting clearance.