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skippydiesel last won the day on January 18

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About skippydiesel

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  1. Thanks BlueA - I am not totally convinced as I learnt the hard way having managed to "gum up" perfectly functional carbi throttle cables. To add insult to injury, my persistent efforts to improve the situation by trying a wide range of lubricants ultimately damage cables, that should not have been lubricated in the first instance. I went to a custom cable provider to replace the damaged cables, who informed me that the majority of modern, bicycle/motorbike type control cables do not require and should not be lubricated.
  2. skippydiesel

    CASA booklet

    "Please explain" - What is so hard to work out - when there is so much radio activity its hard to get a word in - more than likely unnecessary chatter/calls is the problem - KEEP IT BRIEF - NO CHATTER - NO UNNECESSARY CALLS - YOU ARE NOT ON SOCIAL MEDIA. On the other hand who are these pilot/nutters who are so welcoming of silent radios. Too much of a good thing is certainly a problem, just as much as too little but its not hard to strike the appropriate balance. MAKE ROUTINE CALLS - who knows I (or someone else) might be inbound. Your call will help me make that all important mental image of traffic to expect inbound/ in circuit/taxiing/departing - I WILL INSTIGATE/RETURN THE COURTESY. STAY SAFE - MAKE APPROPRIATE RADIO CALLS (even if you have not seen or heard anyone else)
  3. On Rotax 912's (all 4 cylinder boxer engines with two carburettors) there are a range of carburettor actuating systems, however the most common would seem to be: Each of the two carburettors is controlled by its own cable. The two cables are operated by a single leaver (& sometimes rods). Synchronising/balancing the two carburettors can be a time consuming and frustrating activity. Perfect synchronisation/balance (much aspired too) is unlikely throughout the rpm range - this is accommodated/moderated by having a vacuum balance/compensating tube running between the two manifolds to iron out small differences. In practise this means that small differences between the two carbi settings are shown up at low rpm/high vacuum (rough running &/or failure to idle at low rpm) , not at take off & cruise power. Default open, that is if the cable control fails the carburettor will go the the full power setting. This is achieved by a spring on each carbi pulling against the closing action of the single acting (not a pull/push system) throttle cable As an obsessive lubricator (I love applying grease/ oil to every moving part) even I know that oiler caps/nipples/etc on cables went out many years ago. Modern cables have a teflon like inner sleeve which is NOT designed to be lubricated and may in fact be compromised by such loving care. If you dont believe me check with your favourite custom cable fabricator. Good advice regarding the carbi cable end fittings - not trusting the single screw clamp fitting to remain secure, I implemented a fail safe second fitting on mine, some 8 years ago. Never had a cable slip but feel happier that if it does I will still have some control of the carbi, albeit out of synchronisation.
  4. Sorry Scott but I THINK YOUR ADVICE REGARDING LUBRICATION IS LIKELY TO BE WRONG. - most ( not all) control cable of this type are not designed to be lubricate and are likely to react badly to the use of most normal lubricants. Regarding the main thrust of your advice - that is that the cables are operating smoothly throughout their full range of movement - I agree this should be checked. If one or both cables are "sticking" they should be replaced.
  5. We are not hearing from Ultralights - without his/her input little headway can be made.
  6. How old and how many hours does your 912 ULS have? Why did you have your carbis overhauled? Your carbi balance technique might be worth looking at - please give an action by action description. How long (hrs) since you serviced the air cleaner(s)? Is your carbi balance tube secure? How many hours/years since rubber replacement? & were all rubbers associated with the carbis including the manifolds replaced at this time? Are your fuel delivery in good condition & secure? Approximate fuel consumption at your usual rpm's ? Prop brand & model ? How did you balance the prop? Is there any unusual movement in the prop? Check all plug leads are secure. (there is a Rotax spec for plug cap security). Plugs - as specified by Rotax ? Gaps ? Torqued to the recommended weight?
  7. skippydiesel


    I still use the "all stations location" . Example: All stations Long Reef - aircraft - registration - entering Victor 1- southbound - 2 POB - all stations long reef. This alerts apposing aircraft, other aircraft entering, other aircraft in vicinity (mainly choppers) of my location, intention, altitude (must be below 500 ft) and crew numbers in case of catastrophe (over water at cliff top hight). I am careful to wait for a pause in verbal traffic and usually only make one other call on this leg of the Sydney coastal light aircraft rout - that is on exiting the V1 call. for all of the aforementioned reasons.
  8. skippydiesel

    Installing a UHF

    My Rotax 912 motivated aircraft is quiet enough to be able to use a hand held UHF, with one cup of headset pushed away from ear, - works for me and way cheaper than integrating with VHF aircraft comms and means I can take the handheld and use it for other ground based applications. Go with the KISS principal !
  9. I would have thought a phone call to Australian Costumes & Immigration now called Australian Boarder Force (sounds much more paramilitary/threatening) would be your first option. Failing that, the Department of Home Affairs (if it hasn't assumed a more upbeat name). Then again private boats, yachts etc must be doing this sort of thing all the time - try a big yacht club for some pointers/contacts.
  10. skippydiesel

    Western Sydney Airport named.

    And what a wast of taxpayer $$$ it will be - about time our pollies grew a pair and removed the curfew from Mascot. We are all going to pay for the greed of a few.
  11. skippydiesel

    ICOM BC-179 Charging

    I notice that the BC 147SV charger has a donut/ballast? ring close to the transformer . The CP 22 12 volt charger also has a similar structure but near the plug into charge station end. Any explanations/speculations?/
  12. skippydiesel

    ICOM BC-179 Charging

    Thanks guys - Kyle - Yep! I knew about the turn radio off when charging . Are you sure the BC -179 (charge station/cradle) has gizmos in it rather than the BC-147SV (charger) itself - could be both I suppose. What do you mean by "6V out for the battery"? Downunder - that looks pretty much like what I will need for extended away trips.
  13. I have a near new ICOM BC-179 - very nice ! The transever came with a charging station (BC-179) and a charger (BC-147SV) 240V input - output 12v 0.25amp. The charging unit plugs into the station with one of those little round silver female plug things. If I were to plug in a an automotive 12 volt charger to my aircraft power , with the same output & connect it to the cradle would it : Damage my ICOM? Charge my ICOM? If the above is not feasible : Is there a 12 volt car type charger that will safely charge my ICOM?