Jenki

Late autumn finally let us to fly, after long time of fogy days and really low clouds. Today was really nice weather, maybe only for one day, so I need to fly to mountains to see first snow.

IMG_3581.MOV

Hi Jim,

I can't see the picture.

Can you write more details? You know, I am definitely too far to share your part of roll

Hi, just for information I am sending picture of my installation (Stylus X3 aircraft-very similar) of rear header tank. A little more then 1,3 gallon, working perfectly since 2010. There is fuel drain valve on the bottom as well.

btw. I am quite proud to be a member of such society. Really

Hi Lenny,

new year - new contribution a few bucks to support this site going.

And Happy new year again.

Ah sorry, via PayPal again as well.

Well, there are many questions to be considered, fuel consumption (and fuel weight as well) is one of big cons. But still manageable ... as well as CS propeller weight about 8-10kg. 130 HP would be nice ... at high altitude even more, gain of cruising speed at FL120 really does matter (cca 20-24 kts difference).

But the biggest cons is the price now revealed ... it is really going to kill the whole project I think.

Price € 39.000 / 49.000 plus taxes where applicable - it is nonsense. There is home made modification of turbine APU around here on the internet - produced in thousands btw. - installed in Zenair CH701, 100HP as well for fraction of price mentioned above. Maybe not so sophisticated, maybe even bigger fuel consumption ...  but flying well.

CH 701 turboprop Garrett JFS 100-13A N742DE, owner/builder Scott Ehni and Kary McCord from Texas ...

Hi Randy,

what to say ... just THANK YOU very much for comprehensive answer.

As far as I understand, your AVID is about the same size as current modern S7 Kit Fox. Just your tail feathering looks bigger, more effective, at least rudder visible on the pictures. This is for me again the important package of information. Although I am now proud owner of Bristell TDO, and very happy due to travel performance with still nice capability for landing on unpaved rough strips, I am still building my knowledge for future real STOL bush plane.

The most important for me is to know the impact on the CG, balance, steering control and stability when modifications are made. The size and efficiency of control surfaces is very important as well.In the case of modification of my former plane STYLUS  (still in my profile picture) - which is still possible way, I am afraid exactly about possibly insufficient steering control capability. That is the reason I am gathering as much as possible information.
Regarding Rotax modification - did you start with 80 HP engine or 100HP?  How long do you use this modification? What is your experience with this modification?

Thank you in advance.

P.S.
on more question - what does it means "Soft Start" ? I have Rotax engine on hte second aircraft, but we don't have such option here ...

Late replay from my side .... but it looks really awesome ... place and plane there as well.
btw. I can read basic data about your plane here ... but would it be possible to write more technical details about your plane? Like empty weight, engine performance...maybe some real life numbers regarding performance as well ...

Thank you

Too short legs ...

Well, I am already using leading edge tapes, plastic one from car shop ... but not enough.I have some sort of "bigger" tires (bigger then usual here) ... but not enough.

Now I ordered metal tapes from shop, waiting for delivery.
What is usual prop clearance for your aircraft? Just roughly (take off position as well)

Hi friends, just to show you again our beautiful airstrip in the middle of Europe ... and my bird flying  

It's not often to see my bird from outside

My last (I hope) very bad experience.

Morning 6th May 2019, airport Piestany (LZPP) Slovakia, RWY concrete, standard international airport (rather small). I was departing after Festival of Aviation 2019 cancelled on Sunday due to bad weather and we had to leave airport due to forced end of event, no place in hangars and expected weather getting worse.

My plane is low wing taildragger Bristell TDO, Rotax engine, 780 lbs Empty, about 1100 lbs actual TOW. Wind steady 25 kts, gusting 30 kts headwind for T/O (means exact crosswind for taxi to RWY). I successfully used all the tricks as was mentioned above till the RWY shoulder ... just turning to the T/O direction RWY 01 and then gust 36 kts reported from TWR lifted my right wing and immediately all plane from ground. Fortunately I applied full power at the same time when lift started and didn't hit ground again, taking off across the RWY01 diagonally ... very bad experience. And good luck in the same time.

I've landed about 1 hour later at the airport 80 NM far to east in moderate weather conditions, still rainy but no extreme wind. There were some damages of the planes parked and tied down at the airport later the same day due to bad stormy weather (i.e Trojan),

Sorry boys, very easy and pragmatic question (and not related to bear or ex  definitely):

How are you able to protect your propellers when landing at such strips? This is pretty serious problem for me. Substantial impact of plant is visible and I am facing serious impact on propeller. This year/spring was very wet so even grass is more much stronger and higher then in past years...
Any recommendation is appreciated

Done.
Yamma-Fox - You are simply very clever man.
Excellent work

Recently producer asked me for ferry flight from Friedrichshafen AeroEXPO (EDNY) in Germany to Slovakia, Lucenec airport (LZLU). Nearly 4 and half hours with one fuel stop in Czech republic LKBA airport in Breclav crossing airspace in four European countries on the way back

Taking off at twilight from LZLU Lucenec to Germany and  landing back close to evening ... nearly 9 hours of total time - nice day.

Hi everybody,

we had nice Fly Inhere recently. People form Partizanske airport (LZPT) Slovakia made nice aviation meeting at the airport. PIPERMANIA was just main topic but all planes were welcomed. As you can see nice weather, nice airport, beautiful planes and friendly people. Excellent Saturday

Our operations have to be performed to keep grass cover to grow and not to destroy lawn. This is the reason we are using mulch-laying machine.

One more video from the same occasion - more professional and longer as well.

The most interesting is the mixture of professions among pilots flying - from real astronaut to farmer, all flying light aircraft. Old C-172 (160HP) was a camera-ship.

And we are planning to repeat flight this year again / just at beginning of May 2019

What about mulch-laying machine? We are using such machine very often to keep grass part in proper conditions ...

We even don't use mower very often, just this kind of machine. And quality of grass part is getting better in time.

Really beautiful

Country, flights and video as well. Simply excellent

All your videos are interesting and let say "good work and processing" but this one is really top, sort of professional piece.

Formation flight to visit friends in Italy on the occasion of 100 anniversary of state Czecho-Slovakia and gen. M.R. Stefanik - founder of state.
M.R. Stefanik was Slovak pilot, French general, notable politician and founder of Czecho-Slovak Legion in Italy during first World war.

February this year was a little more friendly regarding weather so why not to enjoy sunny and windy day ...

Well, if I am speaking about wind speed troubles or limits, it is always matter of T/O or landing, close to ground.

In the case  of cross-country i.e. across Europe from Slovakia to Italy or Croatia, we are often flying in levels of favorable tailwind 40-50 knots, we are even planning such trips considering wind speed. My Stylus was able to fly 100-110 knots ground speed with 80 knots indicated (Rotax 80 HP). But such conditions are very rare in the winter, even day is very short and conditions are very unstable here usually. Turbulence and wind gusting can be very big troublemaker here as well. But country is beautiful from Stylus... as you can see

For me, 20-23 mph steady wind, no gusting is probably the maximum doable, if I really need to fly - if I am speaking about Stylus - Avid like plane, empty weight is about 750 lbs, MTOW 1250 lbs.

To be precise, there are no exact numbers in SI-912-016 regarding hours or deadlines. So far 25 hours interval I have never heard  - but could be possible in some cases. To be sure that I am keeping exact information, please find following text from SI-912-016 below:

3) Lubricant

3.1) General

Foreign particles formed during combustion are suspended in the motor oil. Together with oil components that are not sufficiently resistant to heat, these foreign particles can cause parts such as pistons, piston rings, exhaust valves, etc., to seize and lead to problems.

On turbocharged engines, failing to ensure an adequate cool-down period prior to shut-off may lead to particle deposits and cause damage to bearings and seals. Hard oil residues can obstruct parts of the oil system and lead to damage.

- In addition to insufficient cool-down periods, the use of unsuitable oils and not obeying oil change intervals can especially cause such damage.

- Long-term operation with an engine that is too cold and/or operating too long with an overly rich fuel mixture can cause water and fuel contamination in the oil, reducing its lubrication capacity.

- Furthermore, long down times with oil that contains water and contaminants can cause corrosion damage, especially on the bearings, with serious consequential damage.

The criteria for correct motor oil selection are:

- Correct oil viscosity for cold starts and sufficient oil pressure at high temperatures.

- Good gear wear protection.

- Avoidance of clutch slipping due to use of additives.

- Insufficient oil flow capability causes too much volume to remain in the engine, leading to low oil level in the external oil tank. This can only be detected during testing with an oil level indicator installed on the oil tank.

- Ability to withstand combustion products containing lead, which enter the oil during AVGAS operation.

- High oil temperature durability. This is especially important for the turbo engine due to the risk of oil carbon buildup on the bearing and sealing seats of the turbocharger. The oil carbon buildup (coking) can also flake off and block/restrict the oil return passage

Conclusions

- If possible, operate the listed engine types using unleaded or low-lead fuel. (AVGAS 100 LL is not considered low leaded in this context.)

- Use the recommended motor oils tested and released by BRP-Rotax according to section 3.2 of this SI.

- Use only oil which is classified by ROTAX® standard (RON)!

- Due to high stresses in the reduction gears, oils with gear additives such as AeroShell Oil Sport Plus 4 are highly recommended.

- Because of the incorporated friction clutch, oils with friction modifier additives are unsuitable because this could result in clutch slipping during standard operation.

- Avoid oils strictly specified for use in Diesel engines. These may not be suitable due to insufficient high temperature properties and additives that may affect the operation of the slipper clutch in the gear box.

- On turbocharged engines, always conduct a cool-down run before shutting down in accordance with the relevant Operators Manual.

- Pay special attention to engine operation tips (see section 6).

3.2) Operation with unleaded and low-lead fuel (less than 0.1 g/liter lead content)

Motor oils tested and released from BRP-Rotax (for use with unleaded fuel or MOGAS), which we recommend for use with our ROTAX® engine types 912 i, 915 i, 912 and 914 Series:

Brand               Description                                                    Specification      Viscosity

SHELL®               AeroShell Oil Sport Plus 4 1) 2) 3)            RON 424*         SAE 10 W-40

1) according to RON 424

2) with new formulation

3) in red bottle

* Specification RON 424: The ROTAX® Norm 424 (RON 424) is a BRP-Rotax internal standard, which is only available on special request via the ROTAX® Authorized Distributor and will not be disclosed to third parties without prior consent.

NOTE: The previous formulation of AeroShell Oil Sport Plus 4 can still be used until its expiration date.

NOTE: The coefficient of viscosity indicates the tendency of oil to flow but it is not necessarily a quality code. Country specific deviations of the viscosity are possible.

3.3) Operation with leaded AVGAS fuels

Perform maintenance checks according to the latest Maintenance Manual.

More frequent oil changes will assure timely removal of residues and oil sludge thus avoiding increased wear or operating troubles.

Motor oils tested and released by BRP-Rotax (for use with leaded AVGAS), which we recommend for use with our ROTAX® engine types 912 i, 915 i, 912 and 914 Series:

Brand              Description                                                       Specification   Viscosity

SHELL®               AeroShell Oil Sport Plus 4 1) 2) 3)             RON 424*        SAE 10 W-40

1) according to RON 424

2) with new formulation

3) in red bottle

* Specification RON 424: The ROTAX® Norm 424 (RON 424) is a BRP-Rotax internal standard, which is only available on special request via the ROTAX® Authorized Distributor and will not be disclosed to third parties without prior consent.

NOTE: The previous formulation of AeroShell Oil Sport Plus 4 can still be used until its expiration date.

NOTE: The coefficient of viscosity indicates the tendency of oil to flow but it is not necessarily a quality code. Country specific deviations of the viscosity are possible.

.

6) General engine operation requirements and operating tips

1. Keep the motor oil temperature below 120 °C (250 °F) over most of the operating period.

2. Always insure that the oil type used is adequate for climatic conditions and peak engine operating temperatures. If operational oil temperatures exceed 120 °C (250 °F), use of a mineral or petroleum based oil is not recommended.

3. For turbocharged engines ensure an adequate running cool-down period to prevent deposits by coking of oil.

4. When operating with unleaded fuels or MOGAS and when engine oil temperatures often exceed 120 °C (250 °F) use of a high quality full synthetic oil is recommended.

5. To avoid formation of condensation water in the motor oil, the oil temperature must rise at least once every operational day to at least 100 °C (212 °F).

6. Avoid extended use of carburetor air pre-heating when safe and reasonable.

7. Depending on the type of fuel used, operating conditions, and the demands of the engine mission profile it may be necessary to increase the frequency of oil changes to avoid the excessive build up of lead and other residues in the engine oil. Always adjust the engine oil change intervals to avoid excessive build up of sludge in the engine oil.

Excessive engine vibration, particularly at low idle speeds, can impair the carburetor fuel metering system leading to a too rich mixture condition. This rich mixture condition can further lead to rough engine operation and excessive carbon and lead deposits.

NOTICE

Do not use oil additives and observe the operating limits as per the relevant Operators Manual.

I hope this will help to avoid any misunderstandings.