Blueadventures

when we meet up; remind me to buy you a coffee or beer, thanks.

Yep, image attaching operator error. The second one of a batch (although its an image taken with the front facing camera so that will be the issue. I just don't know how to do a edit. Posts ok on Faceblock.)

Had a nice fly up to Lakeside Airpark (YLAK) this morning to ferry a mate Ivan’s Skyranger VMax and return to Palmyra (YPYA) in another mate Glenn’s Rockwell 112. Very pleasant conditions with small areas of rain on way up. Nice tail wind up there of 15 kts and landed 22 at Lakeside. (Yep another image posts upside down; don't know why.)🙃 (Edit: Flipped it for you. Mod.)

With ULS there is info that rpm after start best at 2,200 or towards 2,300 where engine is smoothest as this is better for the gear box. Low rpm idles hurts the gear box internals.

This is a good example of detail in aircraft check lists so we get things correct. The preferred idle speed will first be used after start. (eg say 2,200 /2,300 where engine smoothest for a short period then say 2,500 to warm up, etc). Add a flat battery start procedure as well.

Yep.

I have no experience with the iS engine. Maybe call Rotax (Floods) or Wal (AVTEK)for their comment. Re the pressure bands on the oil line I have only seen them used for the 17mm coolant hose and only seen screw tightening clamps on the oil hoses. The 912 iS parts manual shows band clamps tightened with metal thread and nuts. Recommend checking about their suitability as well. Even source some images of 912 iS installs in the mean time.

Don't know why; could you list hours and age of engine for information. Glad it worked out ok being on ground. Look forward to the answer about the IAW Rotax hookup (looks like a non-compliant part) and details of your connecting hose and its time in service and pressure rating etc. I'm not sure I like the hose clamps if the blue hose is oil lines. Thanks for sharing the question.

A good thing done with gliders under GFA was the 10 yearly survey checks that included a w&b and wing frequency check ( I found these difficult to do; just me). Never good having no records; engine / airframe / propeller hours and landings etc. Engine must achieve full rpm for condition report plus all the other checks. Otherwise best do the transfer form #26 and buyer take a punt that it will pass the ACR #013 at a later date.

How did the 3 acr's finish up? All pass?

Absolutely nothing.

Yep, that's the tube one I mentioned, but the image one is best. Just get one next time you order something, consider two so you have one in plane for away trips. Ian has them in store.

You need one of these.

Are good and flush. I use the curtis one that have the external push arrangement. They are brass so better operationally in my opinion. I have found some other brand cad plated valves that get seized due to corrosion of the steel components. (you can see corrosion on the hex fastening next to the brass body drain valve as an example of corrosion / time in service etc. Is that your Danny? (Edit, just read your post after posting my reply, Cheers) They require the glass cup with the pin in the centre or the drain tubes have a pin you can insert into the end to open the drain valve.

Agree.

You can buy flush mounted drain valves.

About 12 years ago they planned 4 'L2' training courses. 12 persons on each. I made the cut for the first but had to decline as had a trip planned that period. The second was to be in Townsville and that was also closer to me. The cost was $400 and you got to keep the supplied course tools and their value was at least $400. Myles B was to run the 2nd, 3rd and 4th courses. The first one occurred. The next ones were cancelled due to no available funds in RAAus (the year before RAAus asked members to pay multiple memberships so they then experienced the reality of a reduced cash in flow the next year as they got the money the year before. Sadly the L2 courses never got traction. At a fly in a number of years back at an RAAus talk I asked the two Michael's about when L2 training would happen again. Their reply RAAus doesn't do training that's for Tafe. So maintainers are to gain their own training and experience. They didn't seem to care.

An example re my comment would be if engine won’t achieve high rpm then acr marked fail and RAAus will not register until reported that engine seen achieving high rpm. Only way forward is #26 for seller and a #13 at a later date then RAAus will issue current reg certificate.

Just do a google search for RAAus form 013 and then 026 and you will have them.

Yep agree; if unflyable the seller completes a form 26 and the buyer arranges the condition report (form 013) at a later date then gets registration and can fly.

Sold as of 6/3/2024.

Bert is a legend and better still shares his knowledge. I learnt much of Bert and last time had a cuppa with him in Speedy’s hangar in late September 2023. Checking over a bolt removal on the ASK 14. Please post the article on here once it is published by GFA.

I don't think so as its who did the annual maintenance IAW manufacturer, and the engine service IAW manufacturer, and propellor IAW manufacturer, etc. It's a condition report as presented that includes an engine run etc and flight details by the PIC. Some things will stand out some wont. I did an inspection (not a condition report) for a guy for a Sav VG; I listed 20 odd issues I was concerned about and advised him to show the images and report info to his instructor CFI who was also an L2. I said his Inst / L2 will be able to further advise as some things may not be necessary to do now and others immediate and may amount to at least $6K. He did not buy the aircraft. The seller later asked for a copy and I did not give it to him as was drafted by me for the prospective buyer. I had told the seller of the issues as I went over the aircraft and told him to make notes so he knew. (No free lunches from me with poor aircraft and have a copy if RAA ever needed it) In short his L2 may say some of my comments are a bit harsh; although my standard. I'm an L2 so need to always protect my reputation. I've been asked to overlook stuff or tick sighted for documents or log entries; my reply is always 'Nope' I don't want my name tarnished or highlighted at RAA or elsewhere. I call it as I see it presented. Cheers.

What was the damage, a tap on the arse end?