Blueadventures

Spoilers sound interesting as can be used when rounded out to decrease lift and put / keep aircraft on ground easier.  Would be better control of any float some wings cause.  Can you post any images of the spoiler in the wing and the cabin control lever / system. (Just watched a you tube video on them; look a great idea; I can see where they will work favourably). Cheers

7 hours ago, Deano747 said:

Gudday,

Gotta be a high wing - Covid Vaccine left me a little gift in that I am no longer able to tolerate direct sun which is also why I have had to give away motorcycling and look for a new hobby.

And yes, I know that some low wings have good overhead shielding but they are still hotter inside, hard to sit under or camp under and are just too hard to get in and out of when you get a little less supple.

Flew a Piper something or other for 1 flight when I was getting my licence renewed after quite a long break from flying, and crawling under the wing on my hands and knees to do the fuel drain really convinced me, so the rest of the flights were in Cessnas.

The 3 month build time is quoted by Ekolot (it's a factory build) assuming that all the electronics are readily available, and the 1 month transport is based on previous deliveries from the distributer here, though it maybe up to a week longer if the shipping still has to avoid the Suez by then. The other big holdup seems to be Customs in Melbourne.

Still waiting for EASA to sign off on the new documentation for the shorter wing and spoilers before we can place an order. Until EASA certifies it, CASA won't automatically issue a Special Certificate of Airworthiness and we are not prepared to take the risk and order one until that come through. Unfortunately while we wait, their order book is filling up from people in countries that don't have our wonderful CASA looking after their wellbeing. EASA was supposed to be completed with the new documentation before Christmas 2023, but they have been a little busy with other stuff going on in the region.

Went and talked to the Sling guys in Wentworth at Ausfly and I have lusted after the HW since I first saw it, but it's just on twice the price for not a lot of performance gain, I'm rarely going to have any passengers on the trips away and I'd have to build 51% myself.

What are the spoilers; same as what gliders have?

22 minutes ago, skippydiesel said:

Hi Dean

 

What airfield do you fly out of?

 

December is a long long way away - you could probably get an ATEC Faeta well before then - much better all round performance.

 

So they are a high wing like the Topaz?

Interesting. A mate that tested the Cairns ones back in the 90’s told me how his back was after it belly flopped from about 4 meters. He was not impressed with the stall effect.  He said eventual plan was to be a small Boeing jet capacity and do Brisbane to Mackay in 4 hours and operate in 4 meter wave height seas.

1 hour ago, skippydiesel said:

FYI for those (very few) who might be contemplating a commercial prop balance - its likely to cost $400 +/- depending on time taken

I'd expect that as hour rates are $100 plus up here can be towards $190 / hr.   I'd say allow at least 1 1/2 hours to do a balance by the time you remove cowl fit the instruments run engine apply weights  and rerun again etc then wright up log and cowl on.

2 hours ago, BurnieM said:

Basic 5 med is a motivation to convert to RPL.

Then you can fly most 4 seaters (with 1 passenger).

Also a chance to get your CTA endorsement earlier.

 

Unless the LAME maintenance changes, group G is on its last legs and it has not offically started yet.

 

Agree, class 5 is helpful when those are waiting their class 2 decision. So when /  if they get class two back can carry more than 1 pax.  If change to RAA will always be 2 up.

19 minutes ago, skippydiesel said:

Wow! 105 views and not a single reply.

• Is this some sort of record ??
• Is the aviation industry in such a parlous state that no business is offering this service??

Best ask an L2 or L4 or Lame at the Oaks who they recommend; you must have plenty of connections there that will know.  Re Dyna vibes they work good; I have two available up here (they are not available for rent though.)

1 hour ago, red750 said:

Note all:     I have flipped the image for Blueadventures.

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

2 minutes ago, facthunter said:

It was unintentional. Nev

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.)

4 minutes ago, RFguy said:

Advice on idle : (documentation : ROTAX OM915, 912
"Section 2.1 " 

engine start : 
for iS engines -Section  "3.4) After engine start"
"Set linearized throttle position in a way that the engine runs at approx. 2000 rpm for approx. 2 minutes."

then

"Set linearized throttle position in a way that the engine runs at approx. 2500 rpm until oil temperature reaches 50 °C (120 ° F)." 

If you run a 912ULS at 1400rpm you'll foul up the plugs because the mixture between front and rear cylinders goes wild. (one end goes rich - front ? cant remember) .

 

 

 

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.

10 minutes ago, BurnieM said:

On a 912IS;

connect engine to battery (startup/backup power switch)

start engine

startup power off

once rotating alt B (30A) powers engine (ecu, fuel pumps etc)

increase revs to 2500 for 6 sec and engine switches to alt A (16A)

Alt B is now available to charge battery

So you know you have 2 good alternators and battery is charging before you leave the ground.

 

I believe Rotax reconmends a 1400rpm idle speed

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.

16 minutes ago, facthunter said:

What engine is fitted to it? It makes a difference to how nice to fly they are and when the throttle is closed the elevator doesn't have a lot of ability to keep the tail low as the U/C is quite long and the brakes quite effective. The prop tips look bent back.  Nev

Yep.

12 minutes ago, Gazunda61 said:

The aircraft is a 2014 model - one previous owner. Total hours 370.  Rubber hose replacement (as per logbook entry) was March 2020, just prior to transfer of ownership.  Those blue oil lines are as a result of the oil return line splitting in flight about two years ago. This resulted in a declining oil quantity, smoke/fumes in the cockpit and messy engine, but aircraft was able to land safely. Oil lines were then replaced by our L2.  (Makes me think aforementioned rubber replacement may not have actually happened?.?). Trying to establish why that fuel line between the fuel rails is a flexible type,  as according to the maintenance manual and parts manual it is a solid line. Would like to hear from any other 912is owners to see if theirs is also a flexible line. Hard to imagine ROTAX issuing a SB replacing a solid line with a flex one. I’m yet to ascertain if that is in fact the case -  no entry in logbook to support that.

 

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.

9 minutes ago, facthunter said:

Who's JOB is THAT, really? Report is a 'Condition"  report. Anything beyond would have to be done in the spirit of  assistance to People who don't deserve it. Having incomplete records like that would render a VH plane very difficult to get back on the register. Parts are bogus unless they have a Maintenance release. 19- XXXX is much more lenient.  Nev

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.

On 01/03/2024 at 3:26 PM, FlyingVizsla said:

We are doing 3 ACR's this weekend, so we'll see how it all goes.  2 planes returning to the Register after years non-flying and one sold.  Two owners who don't believe in Log Books will complicate things.  The other owner got caught up in early RAAus log book audits, so that one "might" be OK, but there's no serial number for the engine installed, or any entries for the last 4 years.  "Trust me, I did what needed doing..." no longer cuts the mustard.  When were the hoses replaced?  Dunno. 

 

Fingers crossed.

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

4 minutes ago, Reynard said:

What’s wrong with Aeroshell Sport plus 4. @ $16/L ?

Absolutely nothing.

10 minutes ago, danny_galaga said:

Would you believe I just found one in the hangar 😄

 

But I like the long tubey ones. Doubles as screwdriver for the cowl, and long and tall means it's easier to see water in it. The new one works well. Best would be long tubey one with a steel pin 🙂

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.

18 minutes ago, danny_galaga said:

Yeah, I did try to stick a fuel drain in the bung last week thinking "surely that hole means something". But I borrowed someone's fuel drain, with a plastic pin. It's so old it was just bending. But it worked in the gascolator. But now I have a new fuel tester so just for shits and giggles tried it. Waddaya know 🙂

 

I feel bad for bending the other guys fuel drain so I bought him a new one too. 

 

 

 

 

You need one of these.

12 minutes ago, danny_galaga said:

See my post above, I guess I have these flush mounted drains 😄

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.

17 minutes ago, Kyle Communications said:

When referring to a Master in a aircraft it usually means the main electric buss for the internal DC for the aircraft. Not the whole system for the aircraft including battery. I believe what you wanted was a isolation switch. I will always have a isolation switch for the very reasons you give above, 

 

Agree.

16 minutes ago, danny_galaga said:

Ok, did the experiment. First I drained the gascolator without doing anything else. Got maybe 5mL like before. Then I ran the boost pump for 15 seconds, switched it off and tried again. About the same. Then I tried while the pump was running and sure enough got as much as I needed. 

 

I think as long as there isn't a larger volume of water in the tank than the gascolator can hold that method will be ok. 

 

There are two threaded bungs in the bottom of the tank so I could put a fuel drain in that. But that adds more complications and it points straight out the bottom. Some tiny chance something flicks up when taking off and knocks the drain off.

 

KISS

You can buy flush mounted drain valves.

58 minutes ago, jackc said:

Correct me IF I am wrong, but I have never seen an L2 Maintainers Course advertised by RAAus?  Applications for Scolarships?  Thanks for link.

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.

9 minutes ago, BrendAn said:

you can still do a condition report on an unflyable aircraft and register it. 

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.