sseeker

As others have said an RPL/PPL + Medical but don't forget in the case of an RPL you'd need the Controlled Airspace and Controlled Aerodrome (if landing) endorsements. An RPL on it's own doesn't give you access to controlled airspace or aerodromes.

I will look on my ipad..dont think its 40gb though..yes just checked its 5gb. I have had the plan now for 3 or 4 years..same plan never run out of data but its only used for Ozrunways

Bugger... Wish I knew about that plan. I only saw a couple of options on the Telstra site and they were; $150/40GB/12 months or $180/60GB/12 months.

Maybe a legacy plan?

Looking back at the burn off smoke rolling in over Jandakot. Wasn't my last flight, but it was the last flight that I took a photo

I use the 365 day telstra one for 50 bucks a year...seems to be ok and if you run out you just go online and paypal another 50 cheapest way to do it

What deal is that? I have a prepaid Telstra service for my iPad mini but it was $150 for 40GB/12 months.

You'd need to strip a fair bit out of the plane. The MTOW is 680kg. Even with the proposed increased MTOW with RAAus, a LAME is still required to maintain it. At least that's my understanding if the proposed changes. If that were the case, I'd buy it and wait for that weight increase!

I have a 235 C1B. As the one you are looking at is no longer in a certified aircraft, I think it is worth the price. The CH 200 is fully aerobatic with a 320 as it is +9G a/c. The "60" is the one to look at and if a bore scope is clear, it is a small job to remove the pot then a flex hone and rings with a valve lap while you are at it. This is an easy job. While the pot is off you can see some of the cam lobes to inspect for cancer.

These motors are costed at; bare core trade in at 22k with a zero timed motor at 65k plus! These are spendy motors.

The core is worth more than the whole plane.

Damn, might buy it myself and I will have a spare donk!

Ken

The CH200 is fully aerobatic with certain modifications done during the build phase. I wasn't able to confirm these were done. Having spoken with several CH200 builders - none of them do aerobatics despite having the mods done. There were questions raised about the structural integrity even with mods. Unfortunately not being the builder means I'd have to hire a LAME to complete all of these "quick jobs".

That's the one. I held off disclosing initially because I figured the seller would want some privacy. Ultimately anyone who looks at the aircraft is going to ask these same questions anyway, so not such a big deal.

At the end of the day only you can make that choice? By the way what was the airframe the engine as attached too?

Zenair (Zenith) CH200. I'd joined several Zenith/Zenair groups on Facebook and Groups IO to get advice. Not many in Australia so the advice and resources in those groups was quite useful.

What was the instrument used to obtain those low pressure readings? A seven times dropped thing from K-Mart, or something known to be accurate?

It was performed by a LAME during a 100hrly - so I'd say a calibrated instrument.

It wouldn't be hard to detect a diff reading down to 60 over 80, the air escaping would be very noticeable. You be seen engines that where idle for sometime slowly improve with usage as well.

There was a note in the logbook that there were "nil defects" so I'm guessing he/she couldn't hear much.

There seems to be some difference of opinion here about what the quoted figures represent. They were posted as "60psi to 64psi over 80". That is just a bit of an odd way of quoting leak down pressures. Normally the "psi" is not used. They are numbers which are low but not catastrophically so. If I had the engine and it was runnable I would try again to see if the numbers improved, but if they are the best numbers that the seller could get, then there is a problem. It would need to be a good buy to make it worthwhile and Lycoming don't have a good reputation with camshaft corrosion in little used engines, also the age of the engine means that really the seals and other things that don't wear, but just deteriorate will need attention. I would guess that once you touched this engine it would attach itself to your back pocket.

Thanks Yenn. That's just the way I quoted it, the logbook quotes a figure per cylinder 1,2,3,4. I just gave a range because they all fall between 60 and 64psi. The Lycoming service bulletin outlining compression figures quotes PSI, so I assumed that's what the logbook figures were.

100 hrs in 20 yrs?........ my alarm bells are ringing on that one!

 

Of course it's all relative to purchase price and proposed length of ownership.

An overhaul or repair factored in to a purchase price and amortised over your ownership period may provide very good value. Noting the safety factor of flying behind an overhauled or new engine.

An overhauled engine would give an increase in the outright value of the aircraft, so the money spent is not a total loss.

 

If looking for an overhaul quote, sending your engine overseas (airfreight) may provide better value than here, even with the poor exchange rate.

About Us - Aero Sport Power provide experimental engine overhauls and Pro Aero Aviation for certified engines.

I believe an engine returned after repair is exempt from gst but you'll have to check that.

Thanks for that. It's amateur built and the builder lost his medical after completion. Pretty sure the hours were just test flights/periodic runs while stored.

Anyway - I've made the call to continue my search. I'm sure something better suited to me will come around soon

Under exemption or with a Part 61 licence (RPL, PPL, CPL etc) which is appropriately endorsed. I regularly fly VH/RA-Aus in both Class D and C. I might be wrong but I think there is also requirements for your transponder to be regularly certified by a LAME?

Thanks onetrack. That's what has me puzzled. Overhaul notes indicate the engine was stripped and everything was "within manufacturers limits" - yet the compression figures seem marginal after less than 100hrs of operation. The only parts replaced were the oil pump, spark plugs, various nuts and bolts + gaskets...

Thanks for your input so far all.

See if you can find out its usage in recent times. I used to operate one in my Citabria. It was 41 years old with a TT of 1050 hrs (rare that's why I bought it) and comps where all around 70/80, used very little oil, ran like a Swiss watch. They are one of the most under stressed reliable engines Lyc made wth a TBO of 2400 hrs, you would have to go out of yr way to kill one. They are one of the few engines that have adjustable tappet clearances, it's a long shot but if the clearances are tight that won't help wth the compression testing, air escaping during the test via the oil fill tube means rings, via the exhaust means valves. Good luck, purchasing any plane has a certain amount of risk.

Since 2000 it's logged less than 100hrs on the engine. Last actual flight was ~12 months ago. 100hrly done back then.

I think I'm going to walk away from this one. Bargain price, but seems based on the compression figures, the engine could be on it's last legs. The notes on the overhaul indicate a few things were replaced but not the cylinders/re-boring or anything that would improve compression.

Hi everyone,

Been a while since I've posted on here so hopefully putting this in the right place.

I'm in the process of looking to purchase an aeroplane (GA). Said aeroplane has a Lycoming O-235-C1 (115hp) and this would be its 3rd installation with the engine TT being 2500ish hours. There is a record of major repair/overhaul occurring at this point. The engine logbook now states it has 2000hrs remaining. This overhaul took place ~20 years ago so the 12 year calendar life has expired and the engine is now "on condition".

To my actual question, the cylinder pressures range from 60psi to 64psi over 80 which seems incredibly low. What is this saying about the engine? Lycoming service bulletins indicate 70+ psi is "acceptable" with a variance of not more than 5psi between cylinders. I'm not sure if this applies to their "low compression" engines.

While I'm interested in the aeroplane I won't waste my time getting a LAME pre-purchase done if the engine is shot or about to require a major overhaul. I'll continue my search.

This would be my first aircraft purchase and I'm no maintenance engineer, so all of this is new to me. If anyone is familiar with Lycoming engines or has some input to assist, I'd appreciate it.

Cheers,

Andrew

Hi everyone,

I'm back in the game!

After my last forum 'landing' I flew a bit of a wide circuit, in fact I was downwind for about 2.5 years

I'm reintroducing myself back into flying with my maiden flight this Sunday at my old airfield - Bindoon. Missed it every day so I'm pretty excited to be back in the left seat :) Few lessons then a BFR!

Look forward to catching up and reading all the great posts.

Cheers,

Andrew

Hi everyone,

I'm back in the game!

After my last forum 'landing' I flew a bit of a wide circuit, in fact I was downwind for about 2.5 years

I'm reintroducing myself back into flying with my maiden flight this Sunday at my old airfield - Bindoon. Missed it every day so I'm pretty excited to be back in the left seat :) Few lessons then a BFR!

Look forward to catching up and reading all the great posts.

Cheers,

Andrew

The price in real terms is probably about the same just that our dollar is worth so much less now so you need a lot more of them, especially for local products / services. Also no GST then. Check house prices, gold price etc in 2000. Governments have been busy printing $$ since then.

I remember paying $65 per hour for a C150 and on a trip to the States was able to rent one for $35US (circa 1988).

-Andrew

Tell me about it! It's crazy

-Andrew

Hire rates effective: 11/03/2000

Well I really wish I was eligible for a CPL during this time. CPL with retractable gear, NVFR, CIR, theory, IREX theory and ATPL theory for $38243. Similar course is now around $50,000 in WA minus NVFR, CIR, IREX & ATPL theory. C172 rates (non RG) is $300/hr minus landing fees, $200/hr solo. C152A is $260/hr dual and $160/hr solo minus landing fees. Full stop is ~$24, T&G ~$4ea at Jandakot.

Spent a few hours on the Pterodactyl today, focusing on her engine. Decided to tear it apart to inspect the internals. Only a spotted a few problems as I was pulling it apart. The pulley being driven for the prop speed reduction has a really loose bearing, heaps of free-play. Don't think that's normal so that'll need replacing. The studs for the engine block have severe corrosion due to moisture getting in (I think) so it'll probably be a job and a half to get them out and new ones in. New starter pull cord and fan guard cover need to be ordered.

Other than that the engine is in pretty good nick, the cylinder liners are in perfect condition and the pistons are unmarked.

We did find what looked like a Millipede in the crank case and Bee/Wasp covered in carbon on top of a piston but they probably crawled in during the storage stage of the aircrafts life.

See the attached photos

The HF exam isn't all common sense, there are a few things you will need to learn but it's nothing tricky. Make sure you have a good read over your HF book or sit a course. Congratulations on your excellent pass :)

Cheers,

Andrew

Wow it's on the RAA register. Looks like a big GA plane!!

-Andrew

Negative, I haven't tried them ozzie

-Andrew

Tornado,

Yup, I asked the supplier to quote a USPS price and courier price to see what was best. I've received items via UPS (not USPS) that were much cheaper than the USPS alternative, and delivered in 3 days! We'll see what he gets back to me with.

Anyone know what the best approach to purchasing aircraft Aluminium tubing in Australia is?

-Andrew

Engine is from my Pterodactyl Ascender, needs to be overhauled. I have emailed the US supplier to see what postage would cost for an overhaul kit so I can see what I'm looking to pay for postage. I've noticed that stuff is generally cheaper to buy from the US however postage is a real deal killer.

-Andrew

Hi,

Does anyone know anywhere in Australia that stocks Cuyuna 430R parts? I know of a few places in the states that stock the parts however shipping is almost $40 for two piston heads (rings circlips etc.. included) If it's gonna cost me $40 for those, who knows what it's gonna cost me for all the other things I may need. Don't mind paying for quality products, but the shipping from the states is ridiculous!

Also, what is the best place to buy aircraft aluminium from in Australia (preferably WA)? I know Aircraft Spruce has it significantly cheaper than some places in Aus. but the shipping of tubing (uncut) would be very very expensive.

-Andrew