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bones

O/Haul requirements

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Ok if one was looking at a second hand lightwing, with about 1400hrs what is the up coming work needed for the air frame?

 

The motor i know about just the frame, does it have to be striped and inspected or anything??

 

 

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The Lightwing maintenance schedual uses the normal 100hrly inspection periods, as with most other aircraft. Additionally there is equirement to inspect the wings internally for corrosion every 1000 hrs, and to renew brass undercarrage bushes if they are worn past a certain limit.

 

IF the aircraft with 1400 hrs hasn't had a 1000 hourly, then it will be due, together with a 100 hourly due at 400 hrs.

 

The fabric will be inspected for condition every 100hrs as part of the 100 hr inspection, and replaced when it is considered to be unservicable. As with any used aircraft, how it has been used or abused and the age of the aircraft are factors to be considered when looking at condition.

 

The lightwing is generally an easy aircraft to maintain airframe wise, and is built rugged for it's intended trainer role........................................................................Maj...024_cool.gif.7a88a3168ebd868f5549631161e2b369.gif

 

 

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Ok Maj thanks, not being up with the FW side of things i was abit worried it would need a big O/H coming up or something.

 

Next question, this one has a 80hp 912, which is fine, and states 80kts cruise which i take it means 5500rpm, not exactly what i call cruise revs but anyway, so if they "cruise" at that with the 80hp, does the 100hp make much of a difference? Or is the normal cruise speed around the 80 odd kts?

 

2nd question, what is involved in changing the motor in a FW legally speaking, is it just an inspection by someone, or is there much more involved?

 

Does yours have flaps? i dont think this one does, so i might not worry too much about it as i need STOL

 

 

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Normal cruise RPMs for either the 80hp or 100hp 912 is 4800-5000. Actual cruise speed depends somewhat on the prop fitted, and wether you've got it pitched for climb or cruise. I run a 3-blade Composit Powerfin which I have pitched for cruise and I generally get along at 85 or above Kts. This is with the large 'training' standard wing. The GA LW with the smaller wing will do 90kts all day with the 80hp, but lands a bit hotter. Most LWs will sit around 75-80 kts in cruise, with a 912 fitted..

 

A private owner can do an engine change, but if the aircraft is used for training or hire at any time, it has to be done by a Level 2. An engine change is serious, and it's always good to have an experienced second set of eyes look over the change anyway.

 

Mine does have the optional flaps (which come off the GA wing) factory fitted, which does allow you to land slower and shorter. The standard wing without flaps will tend to float a bit on flare, and often it is better to do a sideslip approach for better touchdown.. My LW with flaps does pretty good, but if you need real STOL you need to be looking for either a Savannah VG, Hornet or Slepcev Storch SS4...The Lightwing is known to be rugged, well built, comfortable and honest in performance............................................Maj...024_cool.gif.7a88a3168ebd868f5549631161e2b369.gif

 

260140106_Tomosphotos.jpg.fdc4f5d97ac40fc3018c3275e9d7a3da.jpg

 

 

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She's pretty as a picture, Maj!

 

If I lost my medical I'd look at one like this as a serious alternative. I think they are a very well made and honest little aeroplane and they seem to sell at a realistic price.

 

kaz

 

 

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All true Kaz..and a heap of fun to fly also. Probabily not a lot of difference to a good Auster!..Great photo taken whislt on curving final at Tomos' Cecil Plains strip. I'd either come from Casino or Dingo roadhouse. Hope to drop in again on the way back from Temora at easter.......................................................Maj...024_cool.gif.7a88a3168ebd868f5549631161e2b369.gif

 

 

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HI Bones, Howie had a LW with approx 4000 hours on her.She came from out west.No corrosion on the airframe tubing. Also dont worry to much about Rotax 4 stroke engines running a hi RPM in cruise.They are s short stroke engine.To put it in perspective. A CBR 250 Honda Motor bike revs out at 19000 RPM. It is also a short stroke motor.I dont know what the rpm is at, at 100KPH. They get around 90 000 Km before rebuilds.

 

What Im getting at is the cruise RPM doesnt matter.Short stroke motors are always going to run a high RPM.

 

The difference between IMO the 80HP and 100 HP Rotax engines, is pure capacity.80 HP motors are probably known to be more reliable.(only reson is that they have been around longer).

 

 

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Maj,

 

Thanks for the info...

 

So if it was listed as a GA lightwing, it should have flaps ?, just i dont wont to bother the guy until i know more about it, nd damn might even be sold by now 008_roflmao.gif.692a1fa1bc264885482c2a384583e343.gif, but i am looking for something to go back and forth to NT for work, instead of driving(1700km), it about 700nm pretty much straight line.

 

So it states it got about 6.5hr fuel, so at 80kts that just a tad under 9hrs flying(wind depending of course), so a top up in Boulia then home in one easy day

 

Dazza, Mate i am not in the slightest worried about the engine or the rpm, just thinking if lower rpm means lower fuel consuption, i have 100hp with 1600hr and most of it at or above 5k rpm. I was just wondering if i decided to change the engine to 100 hp, what would be involved.

 

 

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Maj, could you drop me a pm with your phone number, i would like to try and catch up to you and maybe go for a lap and see if i like the LW(if thats alright of course).

 

 

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PM done....The 80hp get around 11-14 lph, although I have averaged 9 lph on one run in a 80hp Storch. The 100hp tends to get about 17-18 lph at 5000 rpm and 20 or so if you want to bump them up to 5200. They'll run all day at 5500 but you just burn more fuel. Best economy is 4600-5000. For long Xcountry I plan 20 lph. Yes all the GA LWs have the flaps, and the wing on them is like a Saphire wing (single strut vs two )....You can put a 100hp where an 80 hp was, but not any 912 where a two-stroke was, because the fwd fus is beefed up fotr the 912s......................................Maj...

 

 

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Thanks, Maj,

 

BTW, your performance figures seem pretty impressive. I found that my GA would turn in an honest 85kts only when I pushed her, was happier at just under 80kts at 5000rpm. That's with a Warp drive 3 blade prop. , pitched to just allow full rpm on straight and level flight (ie optimised for cruise). Have you done any tweaks to smooth the airflow?

 

Peter

 

 

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Pete, Does your GA have the 80hp or the 100hp ? As you probabily are aware the GA wing is shorter and smaller in area by some 20 Sq ft than the standard GR wing. It should be a faster wing allround. You also have the reflex flap as standard on the GA, which I found was good for another 6 kts or so in cruise, (free ride, great feature) last time I flew one.

 

I don't have mine streamlined too much, but I do have some permenant 'reflex' set in the ailerons (they fly up about a 1/2" in level cruise). I would also have liked to reflex the flaps on mine but physically it is not possible. I have them tucked up tight as much as is possible though, when stowed.

 

I believe the main gain I have is in the 3-blade powerfin prop. I have it really pitched for cruise, and it does a great job of turning 100hp into thrust. I only turn about 5300 max at takeoff, yet still have a solid 800-1000 fpm climb out even loaded most days. At cruise with 4800-5000 it still pulls really efficiently.

 

there is a lot of 'streamling' cleanups you can do on the LW as Querty has done on his one that he has for sale in Tassy. (0696). I feel just having everthing trimmed and set correctly goes a long way also.

 

The standard LW is certainly no blistering speed machine, but it'll get you there in pretty good time, and has a nice comfortable and roomy cockpit in which to wait while enjoying the view below !..............................Maj...024_cool.gif.7a88a3168ebd868f5549631161e2b369.gif

 

 

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there is a lot of 'streamling' cleanups you can do on the LW as Querty has done on his one that he has for sale in Tassy. (0696).

Can to share a link cause i cant find the damn thing.

 

On another subject does anyone know, if anyone handles ivo props in Oz?

 

 

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P1010215.jpg.d6abb3ead156e364a4ed6d8cccf08a53.jpg Bones, Quertys' machine has been in the used aircraft section in the RAus mag several times now. It is Ref no 1987. It's an older one but has a 912 and looks pretty clean...If you go to the RA Aus home site you should also be able to access it under used aircraft......Ivo-props: you might try Wade Air in Orange (Wade Marlo)............................Cheers Ross

 

Attached: a photo of the Powerfin 3-blader on my LW....that's Tomo with his skinny little legs try to flog some of my instruments !!!

 

 

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Another point worth inspecting is the base of the wheel axles.

 

Remove the wheels and look VERY closely at the top of the axle between the bearing collar and the welds to the legs.

 

Dont get me wrong, these are great planes, but this is something to watch for...

 

axle.jpg.a7e7e4e4f8293021484ab04518993dd9.jpg

 

Arthur.

 

 

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Hi there Arthur, I have a list of things that I need to check on the Lightwing, prior to flying to Temora at Easter. One of the things on the list is 'check main wheels and axels' so your photo is of some interest to me. I've meet Terry who hads done a lot of the welding for Howie, and prior to that Johhny Herd. Both are pretty damn good with the welding stick !....

 

Do you have any more info re; the photo, such as age of aircraft, TT in service, and had that axel been previously damaged and repaired ?.....the weld in the photo looks like it may not have been a factory weld. was the failure the result of an incident. Cheers mate...........................Ross Millard

 

 

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G'Day Ross, You are right in that there was a weld repair at the point the axle broke. Why it was re-welded is unknown, nothing in the logs, but it had been welded on both sides, see photo;

 

weld.jpg.070357c9dd1f6f49a3c28e196e44ce4e.jpg

 

This is the other side and was only found after the accident.

 

The reason I comment is that about 20 years ago, we had the exact same failure occur on our club GR582.

 

Examination of the axle showed that it had been cracked for some time, we suspected since new, but being on top of the axle, it was being held closed by the weight of the aircraft.

 

The crack propagated over the years until a slightly heavy landing caused it to fail (same as mine).

 

That GR582 was serial #5, mine is #83 and still had the thin wall axle and no solid plug inside?

 

Some axles look solid, but actually have blanks welded on the ends (like mine).

 

Something to watch for......

 

Arthur.

 

 

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Thanks for that Arthur, that'll make my inspection more interesting. I'll get to it in a couple of weeks. So the later ones had a solid plug in them did they ?...so it should run beyond the weld area ? Mine is serial 140, a 2000 model so it will be interesting what Ifind...............Cheers and thanks again.....................................Ross 012_thumb_up.gif.cb3bc51429685855e5e23c55d661406e.gif

 

 

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Pete, Does your GA have the 80hp or the 100hp ? As you probabily are aware the GA wing is shorter and smaller in area by some 20 Sq ft than the standard GR wing. It should be a faster wing allround. You also have the reflex flap as standard on the GA, which I found was good for another 6 kts or so in cruise, (free ride, great feature) last time I flew one.I don't have mine streamlined too much, but I do have some permenant 'reflex' set in the ailerons (they fly up about a 1/2" in level cruise). I would also have liked to reflex the flaps on mine but physically it is not possible. I have them tucked up tight as much as is possible though, when stowed.

 

I believe the main gain I have is in the 3-blade powerfin prop. I have it really pitched for cruise, and it does a great job of turning 100hp into thrust. I only turn about 5300 max at takeoff, yet still have a solid 800-1000 fpm climb out even loaded most days. At cruise with 4800-5000 it still pulls really efficiently.

 

there is a lot of 'streamling' cleanups you can do on the LW as Querty has done on his one that he has for sale in Tassy. (0696). I feel just having everthing trimmed and set correctly goes a long way also.

 

The standard LW is certainly no blistering speed machine, but it'll get you there in pretty good time, and has a nice comfortable and roomy cockpit in which to wait while enjoying the view below !..............................Maj...024_cool.gif.7a88a3168ebd868f5549631161e2b369.gif

Ross,

 

Not ignoring you, just been away for a while - My a/c is fitted with a 80hp that has a set of after market high compression pistons that claim a 95hp result when run on higher octane petrol. The flaps on the GA are hinged at the top of the wing, so when set to reflex they leave a big gap on the underside which I suspect doesn't help things. The reflex maybe gives 2 or 3 extra Kts at a given RPM. Also noted that you get a nicer fuel flow - mine uses 16Lph at cruise. When it comes to range, every little bit counts. Also, my rate of climb is less as you would expect from the smaller wing area. Surely there are some refinements that I can try.

 

regards,

 

Peter

 

 

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Peter, Yes there is a bit of a gap with flaps in reflex, you probabily fit some sort of light plastic gap covers I suppose but they would need to be flexable enough to also bend down when flaps are deployed. The GA I flew still wanted to climb like a homesick angel even with the smaller wing area. It's all pounds per sq foot stuff isn't it. generally the 80hp will get around 14-16 lpr. Don't know anything about aftermarket pistons in a 912. If I make it down to Temora as planned (weather permitting) I'll be dropping into Tomos at Cecil Plains on the way back. Why don't you come over for a run and we can hook up...............................Cheers Ross

 

 

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