Dusty

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Posts posted by Dusty

  2. Posted

    The injected engines have a 2 piece rotary valve cover,remove the outer cover to remove the oil pump gear. If the engine has been run for any length of time with no oil in the pump I wouldn't trust it.these pumps are easy to strip but a replacement pump would be a safer option.

  3. Posted

    Jenki

    Coincidence! I was flying out of fielding which only 10 minutes drive from Palmerston North  a few days ago.                          Milford is a great place,and even better in a kitfox:).Christchurch is still recovering from the 2010 earthquake.The rebuild including roads and infrastructure is ongoing,I hope the council doesn't get sidetracked.

    1 person likes this

  4. Posted

    Yea looks like the taxpayers of Christchurch will be digging deep! Oh well,if we can't get our roads fixed maybe we can fly over them.Maybe I'll get my Martin jet pack as well,oh wait a minute :lmao:

    1 person likes this

  5. Posted

    The P factor is definatly the noticeable but small difference.A slight variation on initial swing is evident but nothing that should be a problem.I have students that swap between a 582 and 912 without a problem.

    If your 582 powered machine is light be prepared, as it will be flying before you may be ready.:bugeyes:

    1 person likes this

  8. Posted · Edited by Dusty

    I have  around 400 hrs of mainly off airport landings ,at and above gross weight on a Highwing gear,many of my landings have been suboptimal:(.Any gear will break under the right conditions.Lowells gear isn't a true bush gear and could be refined in a few places ,but overall is up to the task intended.I believe at times we are asking well beyond the original design of our aircraft.Any improvements to make our versatile aircraft better can only be a good thing,but there is a finite limit !

    2 people like this

  10. Posted

    Looks good ,will there be a travel limit so if in the unlikely event of a stuck switch runaway you can still fly the plane?With the electric window switch,is the load limit built into the switch or is it somehow in the mechanism .This probably isn't an issue with the trim but I have often wondered if they could be used to control an ivo prop.

  13. Posted

    Just curious,With an over speed what is the break/damage point.Im guessing the lube system may cavitate? The valve train would take a beating.Anyone done a tear down after an "event"?

  14. Posted

    When the Slepchev Storch was released in the early nintys? there was a video of one demonstrating slow flight, what made It even cooler was a person on foot running beside it:) We have a rotec powered one at a local field which I believe isn't far off flying.

    1 person likes this

  15. Posted · Edited by Dusty

    I've always wondered about the delivery motives on those aircraft.  If I ran the effort to equip Stalin with some airplanes it would make sense to me first to send all my very best pilots into combat in Europe and the Pacific.  Then, wanting to save as much money and time as possible I would build a string of airports at distances apart from each other that closely aligned with the range of the aircraft being ferried to Russia, then I would take those pilots that weren't especially fit for combat and put them in the cockpits of airplanes that I didn't particularly want and send them to their dooms over the top.  I imagine that that scenario is probably a factor; not the factor. 

    A careful read of any one of dozens of histories of command decisions during WWII will suggest a peculiar cold efficiency to their methods.  Also, all of those airplanes were widow makers.  The only ones the pilots (several of whom I knew personally) really liked were the P-51 and the F-6.  Corsairs, P-40s and many others were horrible beasts. The P-38 early was a death trap until they figured out counter rotating props to eliminate the critical engine.

    I was in the Army with a WW2 P38 pilot - He said that there was so little heat in the cockpit that he would wrap a sheepskin flying jacket around his feet and they still froze.  EDMO

    the poor Russian pilots must have had a hard time on long flights Ed

    Hey is the avid fox p39 forum:)

  18. Posted

    You can thank the Admirals who started the CAA boat rules for making your speeds in knots - same for Red Port light and Green Starboard.  If Henry Ford would have been on the board you would do mph, white headlights and red taillight.   The Europeans would have you doing Kilometers "Clicks" - That would be an even higher number.   :<)   EDMO

    we're all metric here Ed but still us feet and knots when flying.I guess it's all about international standards 

    But they can never force us to fly nose wheel :lmao:

    2 people like this

  19. Posted

    We flew up to have a look at this avid the other day.It has 12inch spacing on the ribs 7/8 lift struts,the elevator has been fitted with a inset elevator and still has the sling seat.

    My main concern is a bracket for the oil tank piping that is riveted to the lower carry through,is this acceptable and normal?

  20. Posted

    Confused, yup:blink: I'm also having to convert Stone Age pounds to 20th century metrics:flamegun:

    1150 is ok but 1200 would be better .thanks for all the help guys.Slowing  down In turbulence (and having full tanks)is always a good idea it's the occasional clear air nose bleed slam that's the worry.

    1 person likes this

  21. Posted

    I see this aircraft listed as a STOL,so assuming 1150 pound ?it should have storage behind the seat?

    there are some images online (ZK JFR)if that is any help.

    max weight is a consideration as we usually  fly heavy and can have some savage turbulence (no one likes g meters here :bugeyes:)

    i hope hope to get a look later this week.

  22. Posted

    I'm not real familiar with Avids but have been asked to have a look at one  for a potential purchaser.

    the c/n is 1206c  this Is listed as a heavy hauler. From what I can see from researching this forum is,to be a Heavy hauler the c/n has to end with a c? The ribs need to be 12 inches apart and spar wall at .83

    The gross weight  for a HH should be 1150 pound?Is there anything else I should be looking for ,have I got my facts right?   

    Cheers

    Dusty

  23. Posted

    While your screen is out consider painting or wrapping satin black vinyl around the 2struts from your dash top as these reflect on the screen and can ruin some photos.

    4 people like this

  24. Posted

    Both my aircraft have screws into a Captive nut in the glare shield ,works well also put a moulding along the lower edge to keep the rain out .

  25. Posted

    My 3 has the small tail which I assume is similar to your 1.  The adverse yaw only becomes a problem on a long cross country in turbulence  as I am working all the time to keep the ball centered. The later  mixer could possibly minimise this.

    I don't see much difference in xwind ability with my big tail 4 unless I three point which isn't advisable with the smaller rudder which is blanked in wing turbulence. The taller tail isn't affected as much.

    My 3 has the small wing tanks but if it had the big tanks inertia may factor into the tail swing(my brother has a 4 with the small tail but big tanks and is definatly more wandery in the tail)