Hi all,
I had written a well formulated post, but then my session timed out and it is now lost...
So unfortunately this will have to do.
Here's the situation. I currently live in Bangkok Thailand, and here the regulations regarding ultralights are quite a bit looser than in the U.S of A... Here, it is legal to run a two-seater configuration with max airspeed of 89 knots and a 13Gal fuel tank. So here's the deal, I've been looking at the Quicksilver lineup (it being Thailand, not a lot of other brands are available) as a possible means of light travel around the country.
Basically my question is: Would it be at all possible (with light to moderate modification) to achieve an approximate 74 knots airspeed out of one of these models, or should I be looking in the general LSA direction? If such a speed is at all possible, how would someone go about achieving this goal? My own personal thoughts on this basically boiled down to a few things (however, not knowing much about aviation in general, I am hoping for your more experienced opinions). One thought, was that if the frame on the Sprint could handle it, one could possibly put a slightly more beefy engine on it (say the 124lb Rotax 912 for example, these normally came stock with a much smaller Rotax 503)... Another thought, was that if one were to have a quite sizable pocket book and a ton of time, a good amount of weight could be reduced as well as achieving higher aerodynamics by fabricating carbon fiber wings/fuselage for one of these...
My second question will probably place me in a steaming pile of criticism (if the first one didn't do that already) but I figure it's worth asking anyway. I've run tests and practical application with hydroxy-chloride generation systems on automotive engines and have seen very positive results... Has anyone ever tried this on a aviation application? Barring implementation errors, if no one knows the answer then can you use your superior intellects to point out any possibly undesired side effects (for example, grenading a Rotex mid-flight) that might result with using a hybrid Hydrogen\Oxygen\Gas mixture? Obviously the internals of a Rotex 2-stroke are going to be highly dissimilar to an automotive engine, but in the latter mentioned configuration, the hybrid fuel mixture showed a plethora of positive side effects (reduced emissions, higher burn efficiency, lower upper engine temps, and lower carbon deposits) so I do hope you will humor me with your thoughts on the idea.
To anyone reading this, I appreciate you doing so and for any responses. If you couldn't tell already, I am a newb to even the concept of ultralight aviation - I don't know much at all, but I am interested in learning so thank you for your time. Peace.
I had written a well formulated post, but then my session timed out and it is now lost...
So unfortunately this will have to do.Here's the situation. I currently live in Bangkok Thailand, and here the regulations regarding ultralights are quite a bit looser than in the U.S of A... Here, it is legal to run a two-seater configuration with max airspeed of 89 knots and a 13Gal fuel tank. So here's the deal, I've been looking at the Quicksilver lineup (it being Thailand, not a lot of other brands are available) as a possible means of light travel around the country.
Basically my question is: Would it be at all possible (with light to moderate modification) to achieve an approximate 74 knots airspeed out of one of these models, or should I be looking in the general LSA direction? If such a speed is at all possible, how would someone go about achieving this goal? My own personal thoughts on this basically boiled down to a few things (however, not knowing much about aviation in general, I am hoping for your more experienced opinions). One thought, was that if the frame on the Sprint could handle it, one could possibly put a slightly more beefy engine on it (say the 124lb Rotax 912 for example, these normally came stock with a much smaller Rotax 503)... Another thought, was that if one were to have a quite sizable pocket book and a ton of time, a good amount of weight could be reduced as well as achieving higher aerodynamics by fabricating carbon fiber wings/fuselage for one of these...
My second question will probably place me in a steaming pile of criticism (if the first one didn't do that already) but I figure it's worth asking anyway. I've run tests and practical application with hydroxy-chloride generation systems on automotive engines and have seen very positive results... Has anyone ever tried this on a aviation application? Barring implementation errors, if no one knows the answer then can you use your superior intellects to point out any possibly undesired side effects (for example, grenading a Rotex mid-flight) that might result with using a hybrid Hydrogen\Oxygen\Gas mixture? Obviously the internals of a Rotex 2-stroke are going to be highly dissimilar to an automotive engine, but in the latter mentioned configuration, the hybrid fuel mixture showed a plethora of positive side effects (reduced emissions, higher burn efficiency, lower upper engine temps, and lower carbon deposits) so I do hope you will humor me with your thoughts on the idea.
To anyone reading this, I appreciate you doing so and for any responses. If you couldn't tell already, I am a newb to even the concept of ultralight aviation - I don't know much at all, but I am interested in learning so thank you for your time.
Peace.
