Voidhawk9

I couldn't get the 250 either. I did some research and determined that 200kg/m2 PVC should be adequate, so that is what I used. Near substitution is a necessity sometimes when you live half the world away from the usual suppliers, but it is 'at your own risk'.

Between this and the PIA A320 crash recently, there have been some truly shocking pilot error accidents of late.

There are those that have been predicting this sort of thing for some time given the changes to training and hiring practices in the last decade or so. Maybe related, maybe not, but I cannot help but wonder...  Maybe these are isolated, freak accidents, or maybe we will be seeing more of these sorts of accidents in the years to come.

A lot of new ideas are shouted down by the 'build to plans' folks too. So the serious modders tend to be quiet online. But they are out there.

Just now, Quinton Oliviero said:

I personally would love a turbo just for altitude compensation, but the added complexity probably isn't worth it.

Yes, exactly. I was researching down this road and discussing with some very experienced and knowledgeable folks who pointed out that for the same weight, you can install a more powerful NA engine and the installation is far simpler (read - more reliable) to boot.

Now, if it were for a racing application where reliability isn't quite as important, that may change the equation, as may other mission considerations.

The Edge Performance engines are impressive, lots of power and light weight. But RPMs and boosting like that would leave me nervous.

For me, I think, "Would I cross the pacific with this engine?"

Because I'd like to do that one day!

I always make a habit of checking the compass once I line up. Obviously it should be close to the runway number, or something is amiss, in which case it is time to abort or delay the take-off until whatever is resolved.

Welcome Rafael.

You certainly have plenty of skills in your background! You'll do fine.

I've found the plans to be good to set me in the right direction, but I need to get my hands on and 'see it' for myself, seems you are similar!

Here in NZ there are no (published) airfields above 2,500'. All pilot training teaches 'full rich for take-off'. Luckily we don't get many high-density days either, so pilots here get away with it.

But there are regular issues with fouled plugs etc. Guess why!

One should never assume that obtaining a license is the end of the learning process. That only ensures you have the essentials, there is much more to learn, and generally once you get a license, that is entirely up to the initiative of the individual pilot.

I don't think that's an infinity set, infinities don't have the scissor link or uplock.

Nice model, good work.

I did some pre-airplane fabricating as well, in my case a custom glass mount for a baggage pod for my motorcycle.

I'd be inclined to build a simple mold that is tough enough for multiple uses, then lay-up and pull 2 parts from it, add internal baffles as needed, then bond the two halves together.

Really depends on exactly what you want though. The lost-foam method can be messy, but should work.

7 hours ago, Jon Matcho said:

FWIW, the execution appears to be rather good.  The design just needs some help. 🙂

Nailed it.

Looks like the front-end of a simple-design LSA. Not at all optimal for a trailing edge, there will be a lot of separation there.

You know, it seems like in almost every on-airport accident like this, half or more of the fire appliances spray foam completely ineffectually, often falling short of the aircraft, or onto parts of the aircraft where it will do no good - in this example, foaming the nose when the fire is in the aft section.

Thanks for posting that, I have wondered about that accident for some time.

My take away is that any flutter event can cause damage to the structure (even if not readily detectable) that may weaken it. Also that if it happens once, it can happen again, and maybe much worse. 😧

That's certainly a huge appeal.

I'm involved in the local aero club (part-time instructor - when not under the present lockdown), and they have an aging fleet with many known issues that they cannot do anything about or that would cost far more than they can afford. If the aircraft were experimental, first - well they wouldn't be able to use them in their business. Second, you could readily solve and mod as needed.

One of the reasons GA is dying here in NZ is the cost of new equipment is far outside the budget of most operations, and the aging fleet with all the associated issues is a turn-off to many prospective pilots.

Being involved in flight simulators for various purposes for many years, I agree. There seems to be a general opinion from many pilots that simulators aren't useful for anything beyond procedures. But that hasn't been true for many years!

We've come a very very long way from Link trainers. 😏

Have you flown with the new oil cooler door? How much difference do you see between closed and open?

I like that you have a dedicated whiz-wheel pocket! 😁

I have thought this might be a good combination, but I am not aware of anyone planning to do so yet.

It looks like a great way to have a lighter engine but with more power.

Have seen a few BD-5s, so darn cool. Also seen similar warnings, so I'll be content to look on and wish the owner all the best!

7 hours ago, Kent Ashton said:

 The flow above the strake is probably somewhat turbulent

I've been doing a little CFD, and it appears that flow over the strakes transitions to turbulent once the curvature ends and the surface goes flat. So yes, this appears correct. An inlet clear of the resultant thicker boundary layer or with a boundary layer diverter should still work fine.

Of course, as it so often pointed out, the inlet is only part of the equation, expanding and controlling where that air flows and exits are just as critical.

It's been way too long. I know many builders and flyers understand where I'm coming from.

I haven't done any real work on the project in 6 months until today. The delay was caused in no small part by moving to a new property, picking up additional work, and other things in life taking up my time. Finally, today I spent an hour or so working on the project and completed a step that had been waiting that long. It is so very satisfying! Happily the step went well and only a little blood was drawn by the glass. Pretty good I'd say! There will be plenty more where that came from. Work on the project that is - hopefully not too much more blood, I've spilled plenty of that already. Did I ever post about the time my recip saw blade got stuck and the body started reciprocating instead, crushing my fingertip repeatedly and rapidly against the work? Ow.

And another big step was getting my flight instructor ticket renewed last week, 10 years and 2 days since the last time I flew as an instructor! The flight went pretty well, and I look forward to teaching at the local flying club a few times a week going forward. I enjoy instructing, and of course flying which I have done very little of over the last decade!

Long-Ez plans promo image is a Cozy. Hmmm...

Blender 2.8 is apparently easier to transfer to with the new interface, though I haven't explored it yet. The new X-plane exporter is still alpha for Blender 2.8, so I am being cautious.

You are right about being 'on your own' to a large extent in learning how to do all this. But this is the X-plane way...