The clear coat that I have (which is the same stuff as the recommended white paint but without pigmentation) has cracked in a few places over the 'glass' and in a couple of other high-flex areas over
150Knts is a benefit when it comes to the annual (LAA) Permit Vne dive test! speed. problem for the test phase, I would be OK? That would at least allow me to wait until some warmer weather comes aro
64" is the limit in the UK for trigear. Of course that's not necessarily "safe" (liability disclaimer!). Some (not all) conventional gear Europas have higher ground clearance than both the mono and t
I've had them loosen enough not to be obviously loose (still seemed tight) but enough to enable air to be sucked in giving a jumpy oil pressure gauge reading (needle repeatedly flicking down to about
Some did, some didn't. The Swiss gearleg gives a lot more clearance than the mono. But some of those fitted were cut down (!) to provide the same ride height as the mono. Duncan McF. --From the monow
Apologies for hijacking this thread (with attempt at vague title change). My VOX has failed on both circuits and I'm tired of listening to open mics. Can anyone point me to which bit (in the attached
Heavy port wing today; couldn't let go of the stick for any great length of time. There was a bead of ice the size of a small half pea at about 3/4 span and 50% chord, which had dripped down from the
The temperature label on my Softstart has not registered its lowest indicat ion i.e. the temp has been <72C. This is with blocked side gills (the side vents at the back of the top cowl). However, the
Any views (anyone) of the differences of stall and/or spin behaviour in ground effect (I.e. within one-wing span height of the ground)? Either theoretical or actual. Duncan McF will result. Final app
I found that small NACA vents in the standard position didn't flow any air at all, without the addition of a VG in front of the vent (after which the vent makes a blast, and is quite noisy too). Whic
All of which are compliant: Duct proportioned as per NACA coordinates, positioned where all the other Europas have positioned theirs, and the fuselage 'sucks'. So some other explanation is needed. Ho
The SL (SL-912-016R1) doesn't say what is being reported in this thread. It says: "Continuous use of engine speed below 5200 rpm must follow manifold pressure graph...." So a takeoff and climb to 500
And it's all at <3500'. Above which, there are 'no rules'. DMcF. graph...." operation at >5500rpm. Cruising at 4000rpm is permitted at <27" MP, for example, and the SL merely says operation outside o
To respond to your original question, attached is some recent speed data. It's a bit 'all over the place' if plotted. Duncan McF and found a Rotax SL-912-016 which does state that WOT operation durin
That would be a simple summary and allows access to a fuller potential of the engine. But ignores the additional work that has been published recently; if you're running 98 RON then you can do much w
https://www.flyrotax.com/services/technical-documentation.html even on the Rotax site. What am I missing? near ISA conditions 5500 rpm, WOT climb @ 65 kts 5200. Cruise @28 MAP 135 kts and 5100 rpm us
Of slightly more concern is that UL91 is only 96 RON. https://www.warteraviation.com/fuels/avgas-wa-ul-91/ Duncan McF. --From your engine/prop: of AvGas - variation due to adulteration & contaminatio
Yes, UL91 should be OK and (operationally important) doesn't degrade it octane rating as quickly as MOGAS. The latest SL shows that the 912 operates on slim detonation margins, so there is little fle