BurnieM

Not trying to drag this out but;

https://ngksparkplugs.com/en/resources/spark-plug-basics

"The optimal firing end temperature is approximately 500°C (932°F) to 800°C (1472°F). The two most common causes of spark plug problems are carbon fouling (< 450°C) and overheating (> 800°C)."

Is saving 10 degrees revelant ?

https://ngksparkplugs.com/en/resources/5-things-you-should-know-about-spark-plugs

"NGK spark plugs feature trivalent plating. This silver or chrome-colored finish on the threads is designed to provide corrosion resistance against moisture and chemicals. The coating also acts as a release agent during spark plug removal. NGK spark plugs are installed at the factory dry, without lubrication or anti-seize.

Anti-seize can act as a lubricant, altering torque values up to 20 percent, increasing the risk of spark plug thread breakage and/or metal shell stretch. Thread breakage can sometimes involve removing the cylinder head for repair. Metal shell stretch changes the heat rating of the spark plug and can result in serious engine damage caused by pre-ignition. Do not use anti-seize or lubricant on NGK spark plugs. It is completely unnecessary and can be detrimental."

50,000+ is a lot of engines but literally millions of motorcycle engines are running without this compound recommendation. The only motorcycle heat compound recommendation I can find is for Canam, also a BRP company.

I am all for best practise but is Rotaxs recommendations it ?

Show me the data, please.

For clarification;

almost all motorcycles today have watercooled heads and barrels including single cylinder dirt bikes.

1 hour ago, skippydiesel said:

Factunter/BurnieM

I have no issue with your advice, for all ground based vehicles and indeed for all non Rotax 9 aircraft engines (of which I know nothing about maintenance). Indeed I pretty well practise what you are preaching BUT when it comes to Rotax 9 aircraft engines - the Rotax Maintenance Manuals are my bible and I would advise others to follow only Rotax advice.

Its not advice, simply what works on a range of motorcycles.

Some manufacturers agree and others disagree, often on almost identical engine configurations.

When a manufacturer says do it this way and later says do it another way I question the justification for both methods.

I am a data based guy; tell me why.

I know you cannot.

I find it disappointing that Rotax will not.

Replacing plugs on motorcyces (40-50 sets replaced);

I have never used a heat compound of any type

I have never used an anti-seize compound

I have never torqued a plug

I have never stripped the thread on a head or plug

I have never had a plug come lose or been unable to be removed.

I have seen helicoils used in motorcycles including racing motorcycles running at high revs/temps.

The plugs/heilcoils did not fail altho other engine components did (perhaps not a good test).

While motorcyles rarely sit on constant revs for any period of time they frequently go above 5,800 rpm.

I acknowledge motorcycles have a different use to more constant speed aero engines but I would like to understand the technical justification for Rotaxs requirements.

Sorry Scotty1 but that is marketing speak; same as 915 but more power at more cost.

I believe the 916 has a stronger crankshaft and crankcases but Rotax seem reluctant to confirm technical details.
 

2 hours ago, F10 said:

Yes the price of sport aircraft have gone beyond any kind of recognition. Basically not far off what Cessnas and Pipers cost in their day. Won't even mention todays prices for Cessnas and Warriors. Sadly kit costs really aren't much of a saving. If a kit costs you 60K, you can easily double that, by the time you have paid for avionics and an engine. Not to mention build time. As far as Jabiru is concerned, if you look at the cost of a brand new fly away 230D, at just under $200 000, with a descent avionics pack, 120Kt TAS cruise, 5 hours safe endurance and it really is a package hard to beat for that price. 

 

The often affordable alternative, is the second hand market where if you look and are patient, good deals are to be had. you can pick up a very tidy 172, for around $70 000 $100 000.....Some very tidy 170/40's (taildraggers) and C150/2's for $40 000 to u$60 000. These will fall into the new RA Aus Class G weight limit.  Pity the 172 falls just outside the new RA Aus weight limit, so that means you will need a PPL as minimum. RA Aus is great, in that maintenance costs are significantly reduced, if you get your L1. My aircraft partner and I picked up our Gazelle for a song. We showered it with TLC, got all the required servicing done, and ended up with a very tidy weekender, for $20 000. You would be surprised with a little work, an aircraft will clean up very nicely. So good deals are there, if you do a bit of digging.

 

Another factor is hangarage and those other hidden costs. Hangarage is a must for most RA Aus lighties. They will fall apart, kept outside, so that is a factor. I have seen a Jab 230, which had been hiding in a hangar with a thick coat of dust, but was almost brand new. However, it would have required a major service and possibly an engine change, due very low use....I guess the owner wanted new aircraft money for it, I don't know. But it has now been parked outside, for over a year...slowly falling apart. It breaks your heart.

I would be surprised if you could find even a 50 year old Cessna 172 for under $250,000.

You can fly a 172 on a RPL and basic 5 med.

Both Casa registered and RAAus group G require LAME maintenance so no saving being group G.

11 hours ago, skippydiesel said:

Seems to me (little evidence) that when people show interest in, say a Czech, 2 seat Rotax 912 powered aircraft, the response they are getting, is not for the base model - 912ULS, ground adjust prop, manual flaps, steam gauges (or minimal glass, fabric covered seats , etc)  its  for an upmarket variant - with 912iS, autopilot, full glass, leather seats, electric trim, autoflaps, etc. Nor is the kit ever mentioned. Is this customer preference or "supersizing"?????

A base model Foxbat similar to your specs is $190k (factory built).

912IS, EFIS and autopilot options are available for extra cost.

... and the runway 😁

Reason to install an EFIS ?

Just change the units and save. 30 second, $0 job. 🙂

2 hours ago, KRviator said:

So the issue is not that you have an Experimental G3X, the problem is that you don't have an approved (note: NOT "certified" - approved) GNSS position source, and because you don't have that, your system is working exactly as it should.

Add the GPS20A and you will get SIL3 and your ADS-B position won't be automatically squelched by TAAATS and you will become visible to ATC. And it'll do it far cheaper than having to stump up the $$$ for almost any other 'certified' navigator.

Note the G3X Touch isn't actually doing anything except acting as a control and display device for the remote ADS-B transponder (either a GTX45R, GTX335 or maybe a GTX345), all connected by the wonders of Canbus. I believe you can get the GTX335 and GTX345 with or without a WAAS GPS built-in.

https://www.australianflying.com.au/latest/federal-government-extends-and-expands-ads-b-rebate

1 hour ago, BirdDog said:

 

Garmin - Part of the complete G3X Touch Systems.  It is EXPERIMENTAL and so does not put out SIL 3 as they want.

As somebody else mentioned earlier you need a Garmin GPS20A (about $1600?) as well for your position source.  Worldwide they will not accept the G3X inbuilt GPS. This has been the same since the G3X was introduced so should have been known to your avionics installer.

Can we just accept that distance from cloud and visibility are not as defined as they should be ?

Visibility is generally acknowledged to be in the direction of travel.

Arguing about this when we all (should) know what is meant is not meaningful.

35 minutes ago, turboplanner said:

Have you been reading the posts? You don't realise you can fly in CTA with the right specifications and training?

Yes.

With an RPL and endorsements.

But this thread is 'RAAus access...'

My comment about RAA management not actively pushing this stands.

I'm surprised that senior RAA managers are not pushing CTA access hard.

It is not something that will get more members but RAA will definitely lose members if they do not pull their fingers out.

By the same token; are the orange stickers effective at all ?

Yes, I know they turn grey but the first thing that goes in CO poisoning is your alertness and general awareness.

Having something that automatically turns on and alerts thru the efis is high value IMO.

And its 0.2% of the value of the plane.

Is anybody using one and how reliable have you found it ?

Has anybody used a Aithre Shield EX 2.0 ?

https://aithreaviation.com/products/aithre-shield-ex-2-0-analog-output-carbon-monoxide-detector

41 minutes ago, Area-51 said:

Anybody with a RA PC can go get themselves a GA RPL SEA rating tomorrow and CTA endorsement in a few days of studying and a flight review exam.

Probably the way to go.

PS

The why for Sydney people is WSI. Would not surprise me if 80% of Sydney RPCs want CTA.

Do we really want to wait till the last minute in 2026 then get stuck in a 12? month backlog ?

Basic 5 Med is easy and RPL is limited effort and if you have an RPL then you can buy a 4 seater. Over time this will lead to a drop off in RAA members.

Does not seem to have been thought thru.

I would like to see 'management' get this in place no later than the end of 2024.

While group G would have been a goer 2 years ago, with Basic 5 Med it is pretty much dead now.

ie stop the group G work and put the effort into CTA endorsement doco.

Very little in the way of requirements have been floated.

My best guess would be; all RAAus aircraft, a CTA endorsement and maybe a transponder.

Talk is the Sydney basin becomes a sort of D+ but this is not defined.

You left out the bit about Pipistrel considering 26 degrees to be hot.

Agree, there is not much useful advise in this notice.

Did I not see similar warnings from other manufacturers 2-3 years ago ?

If you are not Air Services then any advise has no power.

What happens if you 'strongly recommend' over the radio, he ignores you and you take no further action ?

Are you legally libel for not escalating it to CASA ?

Remember the driver here is his girlfriend knowing his judgement was crap and saying he should have been better trained.

I understand the RPC sign off but not anything else.

Yes, RAAus has a problem.

Do we know whether MF held a XC endorsement ?

It was yesterday.

<Bump> is used to pop a thread up as a new post to get people to read it. In this case on the morning of the fly in.