Your assessment of the Eurostar is spot on. I have owned three airplanes, an RV8 that I built...(lots of acro and formation flying) then sold it, bought a Cessna 180 (needed more seats) then traded that for my Sportstar. I am having the most fun for the dollar with the Sporty, love burning car gas, the airplane is simple to maintain, is brilliantly engineered and truly does feel like a magic carpet...not sitting "in" it, but rather "on" it.
Brilliant buddy. Phil thinks you are ready for some different planes. Or do you prefer the same one.i like the piper and the bonanza they looks to be quite a few different makes to try.happy day's. Happy flying buddy. Phil.
FlyingMoodys yes any excuse to slip it in! I actually deployed a bit of a slip on final into Kirkbride on my latest video so I could make the first turning. Great fun.
Stephen Judge ha ha - I'm glad I haven't got any buttons on mine then! That's the first time I've had anything other than a gentle tap. I forgave it very quickly. 👍
Great videos Rory. Brings back memories of my training at Barton in the 90's on the Warriors LACA and LACB. Came across your videos as I've been flying PA28s and other GA stuff down south for the last few years and am converting to microlights. Your vids have sold me on the Eurostar definitely. The viz looks superb.
Hi Dan, thanks for your comment. I'm a massive fan of the Eurostar. It feels like you're strapping on wings rather than strapping into a plane. The vis is brilliant and she handles really well with excellent performance too. Are you converting on a Eurostar or another type? Glad you like the videos. I enjoy making them and so far the feedback has been very positive which is great. Hopefully we'll see you back at Barton in something 450kg or under soon!
Rory On Air Hi Rory, I'm actually converting into flexwing initially and then onto fixed wing as I have plans to qualify as an instructor. Luckily my flexwing school also does fixed-wing and have 2 Eurostars as well as others types. The flexwing conversion is the big one, hence getting it out of the way first! Definitely will choose the Eurostar for the fixed conversion and hour building, I would love to get up to Barton again as these videos make me homesick! Good luck and keep,posting the videos for us.
Dan Cloran nice one Dan - sounds like you're going to be busy! I'd like to have a go on a flex at some point but I'm just taking things slow and steady for now. Good luck with your conversion training. 👍
Rory On Air say hello to Chris at mainair:) had to stop because of my dad having a stroke mate :/ started off on the PA28 MFT then to Mainair a bit cheaper then all this stuff with my dad .... heads not with it yet to finish it all off keep up the great videos mate :)
P3DNA2598 ah I’m sorry to hear about your dad. I hope you manage to come back to the flying soon. It’s definitely worth finishing it off and getting your licence. 👍
Brilliant video! Been looking for this for a long time.. currently doing countless circuits at the moment myself, as student.but it's great to see you do it
James Reilly ah nice one James - glad you found my channel. I hope you find some of my other films interesting as you progress in your training. Let me know if there is anything specific you think would be useful? (I’m not an instructor though!)
@@RoryOnAir yes mate been watching your channel for sometime now, and a few of the videos over and over. One of my main concerns is the radio at the moment, actually flying, thinking about what I'm doing and listening over the radio at the same time and remembering what to say and when to say it! 😂... but with your videos, especially this one certainly helps
James Reilly well I’m glad my videos are helpful - but it is a lot to learn and a lot to do all at once. I remember feeling just like you are when I was learning. I didn’t think I’d ever be able to doing it all at once but 100 hours in I can say now it does get easier and you will be fine. Practice your radio calls in the car or around the house until it feels more normal. ‘Chair fly’ things going through every action and call can help too. It all comes down to practice in the end and I learn new things every time I fly and I hope I always do.
@@RoryOnAir that's exactly what I'm doing, I'm a lorry driver so I can do it without anyone hearing fortunately 😂 your racking up the hours fast! Keep it up and don't stop the videos...and keep the ATC on as some videos people put music 🤦
James Reilly nice one James - that’s perfect! Yeah I leave as much in as I can without letting the videos get too long and dull. I like to use music as well as comm and ATC rather than instead of it.
Looks good, very solid landings. I´ve practiced both crab and sideslip in the EV97 and found sideslip easier for landing on the wind wheel. The bank against the wind is there a good bit before the last moment, where the speed is slow, and I always felt a lack of aileron authority at that phase. Like if right x-wind I will then have max right aileron and still it feels like the plane is tipping over to the left or barely staying level at touch down. It´s partly a personal thing, some pilots manage the de-crab better into the wind wheel. Therefore I find that the wing away from the wind is at higher risk of hitting the ground, and typically it´s that aileron that gets small dents now and then, in this case on the left wing since the aileron is in its low position with max right stick. But, if there is a risk with sideslipping low wing planes (dipping the wind wing into the ground) it would only apply after the threshold. You could safely practice sideslips until that point if you like. I find it however easier to fly the final with crab, and then a bit before the threshold transferring into sideslip. With this method I try to remember the following: The wind close to the ground is more often than not a lot calmer than 10 meters above the ground, therefore with a de-crab before the threshold it´s possible to pass as if there was no crosswind and actually FEEL how the wind affects the plane before applying any cross controls. Sometimes you can land with almost no compensation. Makes it less "acrobatic" than making inputs from what you think the wind should be. I try to remember this every crosswind landing, and still working on it.
Another good vid Rory. I've watched it before but still find it very informative. I think I get it, but just in case I'm wrong, could you please explain the 'dead side'?
Ian Livsey Ian Livsey Hi Ian, it’s the side of the runway not used for the circuit. So in the case of this video when we’re using 26R with a right hand circuit, the area to the left of the runway is the dead side.
Really brilliant video again! Thanks Rory! I live in Bury. Every time I go over the bridge I usually try and look down to Barton or in the air to see whats going on! I'll keep my eyes open for your tail number :)
Nice one James - delighted you enjoy the videos. Can I ask how you came across them? I always look for aviation activities when I'm on the bridge too - there's usually something going on!
Love landing on grass. Any side drift is no big deal as the tires can slide a bit until you straighten it out. Owned a Cessna 180 on big tires and they would really grab on pavement so I had to put it on straight. But, I could keep the upwind wing down which was the technique of choice. The Sportstar is a crab airplane...wing is too low to the ground for a wing low X-wind technique.
Brian D nice one. Yeah I wanted to try it but clearly the crab method is the way with low wing as you say. A lot of people who are used to tarmac don’t like grass but I think it’s great.
You've not clicked. I'll keep it anonymous on here but it involved 2 hours on a boat and a 20 minute walk from the lighthouse whilst carrying bagpipes...
alexren1000 ahhh! I'm with you now mate! Glad you made it to the island. This is a bit different to what you're used to. I'd have a fighting chance of getting this landed there though. 👍👌
Rory On Air haha. Yeah. We all had a great day. The view is amazing from there. I downsized last year so I would manage there too now if I was allowed!
alexren1000 did you!? What are you flying now? Dad would be delighted to have a visitor. He called RAF Lossiemouth years ago and told them they could fly the jets over us as low as they liked. 😂👍
I've read that there isn't really such thing as a 'crosswind limit' for an aircraft per se, only a 'demonstrated limit' I.e. That was what had been demonstrated in testing but aircraft are actually capable of more. I may be wrong with microlights but this is definitely the case with larger aircraft so would imagine there is maybe 30-50% margin on these as well. Unless of course you've been told otherwise...! I'll find out on my training anyway, but there it is for what it's worth
Jonny Starr I think you’re probably right about this. I know pilots who make safe landings in microlight aircraft with 30+ kts crosswind but they are very experienced in their aircraft and at that airfield. I’m sure instructors have the ability to handle more than the demonstrated crosswind but there needs to be a line somewhere. Ask the guys at Mainair when you get started - it’s an interesting question.
@@RoryOnAirThere was a bulletin released from Evektor about 2 years ago that raised the max demonstrated to 16 kt, from 12 in POH if I recall correct. On one of my first solo flights I started out with 4 kt crosswind (ESTT Rwy 21), then 30 min later after a short nav it had went up to16 kt. It´s easy to be complacent and expect it to be the same. I probably entered the circuit that time with a direct approach and didn´t see the wind sock, but it was just to adjust and the wind wasn´t gusty. It was a great boost for my self confidence. I made a touch and go, and then my instructor called me down. An even predicatable wind is usually no problem even if it exceeds the "limit", the scary stuff is gusts, thermals and mechanical turbulence. That can make 10 kt a lot worse than 16 kt and gives a feeling of "wrestling with the plane". My worst approach was actually with a straight head wind (ESMH Rwy 14) but the buildings on the long final create a really nasty mechanical turbulence and can suddenly bank the plane +40 degrees in a second. The EV97 is also more exposed than for example the WT9. I flew it with two instructors on two "missions" and after a while you get used to it, but it´s more like pressing through a barrage of artillery fire than flying. Very hard to keep the white line (airspeed) and the tip was to correct it with the throttle rather than pitch during such circimstances. Else the final will look like a roller coaster.
Darren Weston that's really interesting to hear you've been working at it the other way. I'm looking forward to doing my C42 training but I do love the Eurostar. Thanks for watching.
k19tto sounds great - I'm always up for a cuppa. Where do you fly from? I think I'm improving at achieving reasonable landings consistently now. Early on it was a bit hit and miss.
Hi Rory I fly from Shifnal, which is around 2.5 miles NW of Cosford and a mile East of Telford, Look at the website for airfield layout and areas to avoid and PPR , look forward to seeing you there.
Isn't cross-control is what you are doing before touchdown in the crab method anyway? If you are doing everything right, you should be getting exactly the same aircraft attitude on a touchdown with both methods. Flying in a low-wing aircraft and being used to crosswind on every landing (North Sea) I don't get the point about wing hitting the ground. In my opinion cross-control is even safer, as you just slightly adjust attitude instead of drastically changing it right during the most critical phase of landing. Of course it also takes some practice. Nice video and channel. Subscribed.
Hi Rory, me again. On your practice Go Around, do you simply climb up to circuit height (QFE) and join at the crosswind, or do you have to leave and rejoin the pattern at the overhead? I heard you say climb to circuit height, but I'm not sure if there's an edit between that and "I hope you found that interesting" at 26:50. Cheers!
Harry Marshall Hi Harry - so in this case the go around was simulating the runway was in use by someone else effectively so I go around on the dead side, stay below 500 feet QFE until I’m parallel with the upwind numbers, then I climb to 1000 QFE, once there I turn right onto crosswind and remain in the circuit. My interpretation is that by doing this I would remain behind any aircraft ahead of me and therefore not conflict with it. As a result I don’t need to climb into the overhead. Obviously if the circuit was very busy and the person behind me had managed to get on the runway I might consider going into the overhead to re assess but that’s unlikely to be necessary. Good question though!
@@RoryOnAir thanks Rory! I wasn't sure if, in the event of a go around, you just rejoin the circuit or if you had to leave the circuit and request a join again. You've cleared the confusion, as always :)
Harry Marshall good stuff. I think the way to look it is your issue in a go around is either with your own landing or because the runway isn’t available - in neither scenario has your status within the circuit changed, just with the runway.
kkiwi54 interesting point. I’ve always been taught to cruise at 4200 although I sometimes go for something closer to 4400 for a bit of extra speed. I’ve looked online and there seem to be a lot of others saying the same as me. Might be a question worth asking Rotax.
@@RoryOnAir This is from one of the engine guys on the Rotax-owner website: Re: Rotax 912ULS Cruising RPM !!!! by Roger Lee » 3 years ago Hi Michael, Your engine is rated to run continuously at 5500 rpm all day long. The majority run usually between 5100-5300 from what I have seen over the years and what is talked about on the forums. I've seen some that run the engine from 5400-5500 all the time. It was never designed to run down in the 4K's all the time. Those people cruising at 4200-4800 are wrong. The 4200-4800 cruise all day people should attend a Service level Rotax class and get some education. This should pull people up out of the 4k's. Many that I talk to on forums use 5100-5300 all the time. The engine runs leaner down in the mid 4k's too. Where did the 4k rpm people get that type of info because it isn't in print anywhere and it's talked about on all the forums not to cruise in the 4k's, but in the 5k's. Let the other guys do their thing and you can run somewhere around 5100-5300 and know you're doing better. Many pick these rpms to cruise at because there is a speed vs fuel crossover point where more rpm doesn't help speed that much, but just uses more fuel. Having the prop pitched to help your cause is a must too. Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN) 520-574-1080 Home (TRY HOME FIRST) 520-349-7056 Cell
kkiwi54 right, ok - that’s very interesting. I will have a conversation with the guy who owns the aircraft about this and see what he says. Thanks for highlighting. 👍
Your assessment of the Eurostar is spot on. I have owned three airplanes, an RV8 that I built...(lots of acro and formation flying) then sold it, bought a Cessna 180 (needed more seats) then traded that for my Sportstar. I am having the most fun for the dollar with the Sporty, love burning car gas, the airplane is simple to maintain, is brilliantly engineered and truly does feel like a magic carpet...not sitting "in" it, but rather "on" it.
Brian D strap on an aeroplane! Sounds like you’re having loads of fun with yours. I love flying the team Eurostar classic. Thanks for watching Brian.
Brilliant buddy. Phil thinks you are ready for some different planes. Or do you prefer the same one.i like the piper and the bonanza they looks to be quite a few different makes to try.happy day's. Happy flying buddy. Phil.
Excellent video again Rory.
Great video - thank you for posting, very helpful as I keep practicing circuits here in Australia
Craig Letham hi Craig, great stuff - I’m glad you found it helpful. All the best from the UK!
Awesome Rory, always great to practise x-wind landings. I did a couple of hours with my instructor after GST doing sideslipping - was so much fun
FlyingMoodys yes any excuse to slip it in! I actually deployed a bit of a slip on final into Kirkbride on my latest video so I could make the first turning. Great fun.
Really good video thanks again Rory !
stewud thanks very much. I'm delighted you're enjoying them. 👍
Nice circuits Rory. I too find my head hits the canopy of the Eurostar when it's turbulent. In fact, it often presses the button on my headset!
Stephen Judge ha ha - I'm glad I haven't got any buttons on mine then! That's the first time I've had anything other than a gentle tap. I forgave it very quickly. 👍
Great videos Rory. Brings back memories of my training at Barton in the 90's on the Warriors LACA and LACB. Came across your videos as I've been flying PA28s and other GA stuff down south for the last few years and am converting to microlights. Your vids have sold me on the Eurostar definitely. The viz looks superb.
Hi Dan, thanks for your comment. I'm a massive fan of the Eurostar. It feels like you're strapping on wings rather than strapping into a plane. The vis is brilliant and she handles really well with excellent performance too. Are you converting on a Eurostar or another type? Glad you like the videos. I enjoy making them and so far the feedback has been very positive which is great. Hopefully we'll see you back at Barton in something 450kg or under soon!
Rory On Air Hi Rory, I'm actually converting into flexwing initially and then onto fixed wing as I have plans to qualify as an instructor. Luckily my flexwing school also does fixed-wing and have 2 Eurostars as well as others types. The flexwing conversion is the big one, hence getting it out of the way first! Definitely will choose the Eurostar for the fixed conversion and hour building, I would love to get up to Barton again as these videos make me homesick! Good luck and keep,posting the videos for us.
Dan Cloran nice one Dan - sounds like you're going to be busy! I'd like to have a go on a flex at some point but I'm just taking things slow and steady for now. Good luck with your conversion training. 👍
That's a really great video feels like a I'm on a flying lesson really good information I've been out of flying for sometime keep up the good work.
P3DNA2598 thanks very much! Delighted to have you onboard as it were. Cheers, Rory
Rory On Air say hello to Chris at mainair:) had to stop because of my dad having a stroke mate :/ started off on the PA28 MFT then to Mainair a bit cheaper then all this stuff with my dad .... heads not with it yet to finish it all off keep up the great videos mate :)
P3DNA2598 ah I’m sorry to hear about your dad. I hope you manage to come back to the flying soon. It’s definitely worth finishing it off and getting your licence. 👍
Brilliant video! Been looking for this for a long time.. currently doing countless circuits at the moment myself, as student.but it's great to see you do it
James Reilly ah nice one James - glad you found my channel. I hope you find some of my other films interesting as you progress in your training. Let me know if there is anything specific you think would be useful? (I’m not an instructor though!)
@@RoryOnAir yes mate been watching your channel for sometime now, and a few of the videos over and over. One of my main concerns is the radio at the moment, actually flying, thinking about what I'm doing and listening over the radio at the same time and remembering what to say and when to say it! 😂... but with your videos, especially this one certainly helps
James Reilly well I’m glad my videos are helpful - but it is a lot to learn and a lot to do all at once. I remember feeling just like you are when I was learning. I didn’t think I’d ever be able to doing it all at once but 100 hours in I can say now it does get easier and you will be fine. Practice your radio calls in the car or around the house until it feels more normal. ‘Chair fly’ things going through every action and call can help too. It all comes down to practice in the end and I learn new things every time I fly and I hope I always do.
@@RoryOnAir that's exactly what I'm doing, I'm a lorry driver so I can do it without anyone hearing fortunately 😂 your racking up the hours fast! Keep it up and don't stop the videos...and keep the ATC on as some videos people put music 🤦
James Reilly nice one James - that’s perfect! Yeah I leave as much in as I can without letting the videos get too long and dull. I like to use music as well as comm and ATC rather than instead of it.
Looks good, very solid landings. I´ve practiced both crab and sideslip in the EV97 and found sideslip easier for landing on the wind wheel. The bank against the wind is there a good bit before the last moment, where the speed is slow, and I always felt a lack of aileron authority at that phase. Like if right x-wind I will then have max right aileron and still it feels like the plane is tipping over to the left or barely staying level at touch down. It´s partly a personal thing, some pilots manage the de-crab better into the wind wheel. Therefore I find that the wing away from the wind is at higher risk of hitting the ground, and typically it´s that aileron that gets small dents now and then, in this case on the left wing since the aileron is in its low position with max right stick.
But, if there is a risk with sideslipping low wing planes (dipping the wind wing into the ground) it would only apply after the threshold. You could safely practice sideslips until that point if you like. I find it however easier to fly the final with crab, and then a bit before the threshold transferring into sideslip.
With this method I try to remember the following: The wind close to the ground is more often than not a lot calmer than 10 meters above the ground, therefore with a de-crab before the threshold it´s possible to pass as if there was no crosswind and actually FEEL how the wind affects the plane before applying any cross controls. Sometimes you can land with almost no compensation. Makes it less "acrobatic" than making inputs from what you think the wind should be. I try to remember this every crosswind landing, and still working on it.
Söderslätts filmdetalj thanks for your comment! I will try this at some stage when the conditions are right. Thank you for watching too. 👍
Haha brilliant. I remember a lesson up at Sherburn with 'fun' weather conditions and banging my head on the canopy of the AT3!
Danny Whittingham it's easily done when it's a bit turbulent but especially so when you're 6'4"! Thanks for watching.
Another good vid Rory. I've watched it before but still find it very informative. I think I get it, but just in case I'm wrong, could you please explain the 'dead side'?
Ian Livsey Ian Livsey Hi Ian, it’s the side of the runway not used for the circuit. So in the case of this video when we’re using 26R with a right hand circuit, the area to the left of the runway is the dead side.
Really brilliant video again! Thanks Rory! I live in Bury. Every time I go over the bridge I usually try and look down to Barton or in the air to see whats going on! I'll keep my eyes open for your tail number :)
Nice one James - delighted you enjoy the videos. Can I ask how you came across them? I always look for aviation activities when I'm on the bridge too - there's usually something going on!
You Should be a Instructor, you come across very well.
Graeme Watts many thanks Graeme. Maybe one day - I'm certainly considering it.
Love landing on grass. Any side drift is no big deal as the tires can slide a bit until you straighten it out. Owned a Cessna 180 on big tires and they would really grab on pavement so I had to put it on straight. But, I could keep the upwind wing down which was the technique of choice. The Sportstar is a crab airplane...wing is too low to the ground for a wing low X-wind technique.
Brian D nice one. Yeah I wanted to try it but clearly the crab method is the way with low wing as you say. A lot of people who are used to tarmac don’t like grass but I think it’s great.
Hope you're enjoying having a licence! It looks like you're having fun! We had a great day in your homeland a few weeks ago!
Cheers
Alex
alexren1000 hi Alex, I'm really enjoying having a licence! When you say my homeland, where do you mean? I'm from the Orkney Islands originally.
You've not clicked. I'll keep it anonymous on here but it involved 2 hours on a boat and a 20 minute walk from the lighthouse whilst carrying bagpipes...
alexren1000 ahhh! I'm with you now mate! Glad you made it to the island. This is a bit different to what you're used to. I'd have a fighting chance of getting this landed there though. 👍👌
Rory On Air haha. Yeah. We all had a great day. The view is amazing from there. I downsized last year so I would manage there too now if I was allowed!
alexren1000 did you!? What are you flying now? Dad would be delighted to have a visitor. He called RAF Lossiemouth years ago and told them they could fly the jets over us as low as they liked. 😂👍
I've read that there isn't really such thing as a 'crosswind limit' for an aircraft per se, only a 'demonstrated limit' I.e. That was what had been demonstrated in testing but aircraft are actually capable of more. I may be wrong with microlights but this is definitely the case with larger aircraft so would imagine there is maybe 30-50% margin on these as well. Unless of course you've been told otherwise...! I'll find out on my training anyway, but there it is for what it's worth
Jonny Starr I think you’re probably right about this. I know pilots who make safe landings in microlight aircraft with 30+ kts crosswind but they are very experienced in their aircraft and at that airfield. I’m sure instructors have the ability to handle more than the demonstrated crosswind but there needs to be a line somewhere. Ask the guys at Mainair when you get started - it’s an interesting question.
@@RoryOnAirThere was a bulletin released from Evektor about 2 years ago that raised the max demonstrated to 16 kt, from 12 in POH if I recall correct. On one of my first solo flights I started out with 4 kt crosswind (ESTT Rwy 21), then 30 min later after a short nav it had went up to16 kt. It´s easy to be complacent and expect it to be the same. I probably entered the circuit that time with a direct approach and didn´t see the wind sock, but it was just to adjust and the wind wasn´t gusty. It was a great boost for my self confidence. I made a touch and go, and then my instructor called me down. An even predicatable wind is usually no problem even if it exceeds the "limit", the scary stuff is gusts, thermals and mechanical turbulence. That can make 10 kt a lot worse than 16 kt and gives a feeling of "wrestling with the plane". My worst approach was actually with a straight head wind (ESMH Rwy 14) but the buildings on the long final create a really nasty mechanical turbulence and can suddenly bank the plane +40 degrees in a second. The EV97 is also more exposed than for example the WT9. I flew it with two instructors on two "missions" and after a while you get used to it, but it´s more like pressing through a barrage of artillery fire than flying. Very hard to keep the white line (airspeed) and the tip was to correct it with the throttle rather than pitch during such circimstances. Else the final will look like a roller coaster.
@@flythething193 You're absolutely right that turbulence is worse than a strong constant wind. I like your artillery barrage analogy too!
I’m just converting the other way passed in a c42 using wing down had two hours in a Eurostar can’t get my head round this crab method just yet.
Darren Weston that's really interesting to hear you've been working at it the other way. I'm looking forward to doing my C42 training but I do love the Eurostar. Thanks for watching.
Hi Rory
Great video and some very tidy landing's well done!
If your ever passing our field your very welcome to drop in for a cuppa.
k19tto sounds great - I'm always up for a cuppa. Where do you fly from? I think I'm improving at achieving reasonable landings consistently now. Early on it was a bit hit and miss.
Hi Rory
I fly from Shifnal, which is around 2.5 miles NW of Cosford and a mile East of Telford, Look at the website for airfield layout and areas to avoid and PPR , look forward to seeing you there.
Isn't cross-control is what you are doing before touchdown in the crab method anyway? If you are doing everything right, you should be getting exactly the same aircraft attitude on a touchdown with both methods. Flying in a low-wing aircraft and being used to crosswind on every landing (North Sea) I don't get the point about wing hitting the ground. In my opinion cross-control is even safer, as you just slightly adjust attitude instead of drastically changing it right during the most critical phase of landing. Of course it also takes some practice. Nice video and channel. Subscribed.
Ivan Kuznetsov thanks for watching Ivan and yeah, I’m sure there are plenty of ways to do it that I haven’t mastered yet. Cheers, Rory.
Hi Rory, me again. On your practice Go Around, do you simply climb up to circuit height (QFE) and join at the crosswind, or do you have to leave and rejoin the pattern at the overhead? I heard you say climb to circuit height, but I'm not sure if there's an edit between that and "I hope you found that interesting" at 26:50. Cheers!
Harry Marshall Hi Harry - so in this case the go around was simulating the runway was in use by someone else effectively so I go around on the dead side, stay below 500 feet QFE until I’m parallel with the upwind numbers, then I climb to 1000 QFE, once there I turn right onto crosswind and remain in the circuit. My interpretation is that by doing this I would remain behind any aircraft ahead of me and therefore not conflict with it. As a result I don’t need to climb into the overhead. Obviously if the circuit was very busy and the person behind me had managed to get on the runway I might consider going into the overhead to re assess but that’s unlikely to be necessary. Good question though!
@@RoryOnAir thanks Rory! I wasn't sure if, in the event of a go around, you just rejoin the circuit or if you had to leave the circuit and request a join again. You've cleared the confusion, as always :)
Harry Marshall good stuff. I think the way to look it is your issue in a go around is either with your own landing or because the runway isn’t available - in neither scenario has your status within the circuit changed, just with the runway.
Cruise power for a 912 should be around 5000 rpm, 4200 is way too low and could harm the gearbox.
kkiwi54 interesting point. I’ve always been taught to cruise at 4200 although I sometimes go for something closer to 4400 for a bit of extra speed. I’ve looked online and there seem to be a lot of others saying the same as me. Might be a question worth asking Rotax.
@@RoryOnAir This is from one of the engine guys on the Rotax-owner website: Re: Rotax 912ULS Cruising RPM !!!!
by Roger Lee » 3 years ago
Hi Michael,
Your engine is rated to run continuously at 5500 rpm all day long. The majority run usually between 5100-5300 from what I have seen over the years and what is talked about on the forums. I've seen some that run the engine from 5400-5500 all the time. It was never designed to run down in the 4K's all the time. Those people cruising at 4200-4800 are wrong. The 4200-4800 cruise all day people should attend a Service level Rotax class and get some education. This should pull people up out of the 4k's. Many that I talk to on forums use 5100-5300 all the time. The engine runs leaner down in the mid 4k's too.
Where did the 4k rpm people get that type of info because it isn't in print anywhere and it's talked about on all the forums not to cruise in the 4k's, but in the 5k's.
Let the other guys do their thing and you can run somewhere around 5100-5300 and know you're doing better.
Many pick these rpms to cruise at because there is a speed vs fuel crossover point where more rpm doesn't help speed that much, but just uses more fuel.
Having the prop pitched to help your cause is a must too.
Roger Lee
LSRM-A & Rotax Instructor & Rotax IRC
Tucson, AZ Ryan Airfield (KRYN)
520-574-1080 Home (TRY HOME FIRST)
520-349-7056 Cell
kkiwi54 right, ok - that’s very interesting. I will have a conversation with the guy who owns the aircraft about this and see what he says. Thanks for highlighting. 👍