peterholmes

hi all I just checked my 912 exhaust springs on last preflight, I normally run my hand over the spring to see if it may be loose or broken and I caught my skin on one of the stainless safety wire where it had frayed, so i pulled on it with somer pliers and it broke away, probably has lasted ok considering 328 hours, but i wouild like to hear how long the safety wires should last, how soon should thay be replaced?? a better way of replacing them ?? suggestions? looks like brake or throttle cable wire that has a swage on the end, or is it a "special" thing thanks guys :big_grin:

gidday john hope you get an answer from bert flood, and post your reply here, it would be useful info. maj millard did say that rotax may be stiffening the rubber as maybe the soft rubber doesn't last very long, my problem seems to be improving as the weather gets colder, the extra rich mixture?? may help??? but the carbs are not flooding now, and the rubbers seem to be easing up. :thumb_up:

hi all just like to put it out there, I am heading to chch NZ for a visit in about 10 days and was wondering are there any members in the area (trikers or fixed wing) that i could contact re some flying time( maybe), any info would be appreciated. :big_grin:

hi guys Im sure this fuel stuff in fairly common knowledge but I'd like to hear maj millards (lame) opinion also, I have a std 912, the std 912 has a 9:1 compression ration which means it can run on 91 octane (mogas)or higher if you like , but the 912s has a 10.5:1 compression ratio, so theoretically using 91 octane will cause detonation so 95 premium is the minimum and 98 an option, anything above this is superfluous, I have used 91 octane in my 912 for 320 hours no problems compression ratio is linked to combustion chamber flame speed which causes detonation. obviously some pilots use what is available. what would be an "ideal" is a antiknock sensor, oxygen exhaust sensor with a computerised ignition advance, this would mean we could put any fuel (within reason) thru our engine and the engine would not detonate thus not destroying it over time, why do most modern car engines get more performance / economy and don't detonate when using 91 or 98 octane. :thumb_up:

hi guys I am in the construction industry and I have built several hangers at different airfields, for different aircraft, etc eg wider than others depending on wingspan, there are lots of ways to skin a cat............. firstly the checklist 1 -how many aircraft and what type , trikes, fixed wing etc 2- do you want to trolley them in or use your wheels, trolleys allow more flexibility. 3- wind ratings , I live in nth queensland so I build them to a cyclone std, so the price goes up 4- dirt floor or concrete, mine is concrete as i do all my maint there, and i can keep all my crap clean, (costs a bit tho) 5- hinged or sliding doors, or no doors??? these bits can cost lots.......... i have bought a "kit " shed for $12000.00 and assembled it for a customer, was 10.5 m wide by 9m long, it was for 2 jabs but it was a bit of a squeeze, open both ends so each could roll out without interferring with the other. i have my own designs for different purposes, but talk to the shed builders they also have options. feel free to reply i will post some photos.

hi all i would like to hear everyones opinion on my experience on saturday, 3 microlights left montpelier airfield at approx 6.40 am to fly to charters towers, we make all the std radio calls leaving the airfield and as we flew over donnington airspace one of us made a courtesy call that we were there and where we were headed, just after the overfly a cessna 172 called up from donnington ,he was taking off and also heading to chtrs twrs, i replied giving our position, after 10 minutes he flew under me with plenty of separation but i had another trike up ahead who was not sure of his track, a couple of radio calls and we were all able to continue knowing where everone was. along the way there is a grass strip at mingela which is a nice stop if its been mowed, our lead microlight dropped down to check this out, but the others, me and our no 3, lost them in the ground clutter, so we used our radio to identify where they were and safe separtion, after we decided not to persue this stopover we continued on to chtrs twrs, the cessna pilot called us and commented that we are "chatting " and should use 123.45, now my point being "how many radio calls is your life worth?" i should add there were several other radio calls during that period but it was never "busy" and all calls were short and to the point, if there were other aircraft in the area they would understand what was going on, if we were doing that trip and used 123.45, anyone flying in the area using 126.7 wouldn't know we were there?? so what is too much?? and if we don't make those logical and sensible "position broadcasts" could a simple call avert a tragedy

gidday millard your photos are congested with bits of your aircraft, need to get a trike as a better camera platform, mate, flew to ayr on friday then the "towers" on saturday, fantastic weather, had all the DTA's out for a change, when are we going for a spin????????

gidday bones yes it was the gaggle of DTA microlights in "the Towers" , we had a awesome flight and my engine ran well, but i wonder if the rubbers logically soften with use, my problem seems to be getting better.......... will send you a message when we are heading your way, or if you are coming to town my email is [email protected] cheers

hi all I have a dta 912 microlight, on my 300 hourly service I decided the original carb rubber mounts/ flanges needed replacing, its a std 912 with the two bing carbys, ordered them via bert floods, good delivery service, installed them no problem, until I went to run the engine, as soon as it warmed up, with no choke the carbs started to flood, with fuel comiing from the overflow tubes, I discussed the issue with "major millard" and he came down to the airfield and we checked out both carbs, needle and seats were ok, and we noted that the rubbers were alot stiffer than the other 912 engines in the hanger, I have since adjusted the float levels but I am still wondering why just by changing the flanges that this problem occurred, so to you mechanics out there, give me your theories????????:confused:

Hi all I am a founding member of the BRATS (Barrier Reef Adventure TrikerS) but never got around to joining the forums , all our guys have been nagging.......?? me to get online, we have a great bunch of blokes, flying all types of machines, Ross Millard and Graeme Pemberton are regular contributors. So about me , I fly a DTA voyageur 2 microlight with a std 912 engine, my aircraft has flown about 320 hours and I have logged about 380 hours, I think I will be getting the ultralight licence in a while but the trike is pretty good for now, especially as we live in the tropics, we had a great morning out today, 20 knots plus upstairs, but good fun.