WestCoast

Chris....not sure when you intend taking delivery of your aircraft, however be aware that should the introduction ADS-B become compulsory, you will eventually need a Mode S transponder (with extended squitter capability) depending of course where you want to fly your aircraft. From what has been published, I understand that CASA propose to subsidise the installation of these, so buying a Mode C transponder might not be such a good investment as there will be a lot secondhand Mode C units for sale I expect. I purchased a new aircraft 17 months ago and had a Becker BXP6401 (Mode S) transponder installed by the factory. There are also some very nice Garmin Mode S units on the market now. (http://www.becker-avionics.com/ ) https://buy.garmin.com/shop/shop.do?cID=152 Should you decide to buy a Mode S transponder, be sure to have the address module programmed by the factory......it will save you a lot of hassles later on. Good luck. Dave

Further to my previous post, I have been informed that the landing gear legs are made of laminated carbon fibre. The following was posted on a US CT site and provides further information:- "Two piece composite gear which connects to a box on each side which is different from the present single piece that goes all the way through the fuselage. The fuselage is 14" longer, that along with the cockpit deck and other changes equates to a higher empty weight and less useful load - I don't know how much - because the overall max. weight is still 600 kg. Fuel capacity is the same. There are minor changes in the engine compartment such as all will have a oil line thermostat, air box is redesigned. The "winglets" will improve low speed handling per "reports". Rear windows allow better visibility to the back and sides." The first CTLS is expected to be delivered to Perth in late February 2008.

Orbit Although not often used by ATC these days, the instruction to "orbit" is still a valid instruction as a delaying tactic (see AIP GEN 3.4-59). On a lighter note: Many years ago prior to the installation of radar at Perth airport; in order to facilitate traffic sequencing, a British Airways (B.O.A.C) Boeing 707 inbound from Singapore was instructed as follows:- Perth Tower: "Speedbird 6......for sequencing, at 22 DME, make one right hand orbit" Speedbird 6: (in a very pukka accent) " Perth Tower, do you realise that an orbit in a 707 costs my company 3000 pounds?!" Perth Tower: "Speedbird 6, at 22 DME make one 3000 pound, right hand orbit" Dave

Here are some pictures of the Flight Design 2008 CTLS. It would appear to be slightly longer and possibly wider. An added window behind the doors would suggest a shelf of some sort behind the seats. It also has different winglets. Landing gear legs appear to have been re-designed. CTsw & CTLS comparison

Peter, Problem has not been resolved. The obvious fix would be to source a new core for the thermostat, but easier said than done. The system could be redesigned to work more effectively however SLSA rules make that impractical. Regards Dave

Thanks for the link T87....that really is amazing! Regards Dave

Thanks for the description of the trip accross the centre. Hope to do it next year so the information was appreciated. Peter...it was lucky you managed to avoid having to get fuel at Leonora as I was there late last year and AVGAS is only available in 200L drums and you have to buy the whole drum! Very expensive if you only need 70 or 80 litres. Fortunately my destination was a sheep station where they had some avgas available, otherwise I would have had to return via Kalgoorlie or arrange to get some Mogas from a service station at Leonora. Regards Dave

Geoff...this is what I bought. I needed them in a hurry so got them at the airport shop. The pair pictured in the Rec Flyers shop look good also.

Jim.....not a quick explanation, but here is a good place to start:- http://www.casa.gov.au/fsa/2006/apr/64-65.pdf Regards Dave

I have just completed the service to the Dynon EDC-D10A as per the Service Bulletin and found it very straight forward. The actual removal of the diode only took about one minute (I used a pair of precision side cutters) however getting the EDC back onto the mounting plate in the left wing was no easy feat........unless you are a master of keyhole surgery :confused: Dave

Thanks for the link T87.....my fuel hoses are already protected and clamped in this way, but not the oil lines.....not sure why the factory don't do it. Regards, Dave

Thanks everybody for your comments and suggestions with regard to my problem with the oil thermostat. ROM...I think you are right.....the way this thermostat is designed, a large proportion of the oil would still tend to flow through the oil cooler due to the 180 degree reversal it has to do at the thermostat. As you mentioned, restriction is an option but we also dismissed that for the reasons you gave, however unless I can source a higher temp. core, I will remove it entirely from the engine. OZZIE...your comments are noted and I agree that with uncertified aircraft, things could be done a lot better. You may or may not be aware, but the CTsw is delivered from the factory with exactly the same setup with regard to fire shields (including the white zip ties) as well as the type of hose clamps pictured. Your comments regarding full length fire shields on the oil delivery pipes is particularly valid and I will arrange to have that done. I will also make enquiries about Band-It clamps. The LAME that did the work for me has been in the industry for over 45 years and is a meticulous engineer, but installed it exactly as per the factory approved (LSA) modification schedule. I am unfamiliar with the LAZAIR, however understand it is a Canadian ultra-light (does it come as a kit or is it factory built?) I would be interested to see photographs of your engine (Rotax?) YENN...cowl flaps are certainly the way to go but getting approval from the FD factory to modify (as required under SLSA) would probably be impossible. GMZEZ...will make enquiries about the thermostat you mentioned. BRUCE...thanks...will try and contact Wally at Narrandera. Thanks again. Dave

Just in case anyone with a Dynon EDC has not seen this bulletin....here is the link http://dynonavionics.com/docs/support_bulletin_110107.html Regards, Dave

Spent a very pleasant couple of hours on the South Perth foreshore today watching the Red Bull race practice......no crowds to obscure the view...and a perfect day all round. Sorry about the quality of the pictures...I only have a small camera.

Having just downloaded the CASA 639 application form (yes all 8 pages of it) in order to renew my ASIC, I must agree that it all seems to be a total bureaucratic overkill considering that it has to be done every two years, complete with new photos (or at least not more than 6 months old) and then having to pay $186 for the "privilege" is obscene! Passports are valid for 10 years...why can't the ASIC be the same? Having to pay almost $2 per week to maintain this card is totally unfair for recreational pilots......at least if you were working in the aviation industry, you could claim it as a tax deduction. :;)1:

I jumped the gun somewhat and had a Mode S transponder fitted to my aircraft by the factory prior to delivery in May 2006. Not a good move really as I expect that Air Services will be providing a subsidy for ADS-B equipment when it is implemented. I also had the address module programmed but none of the radar services in Australia can see it as yet.........here is a recently received response from AirServices. "Airservices Australia has ordered new Mode S radars for the major terminal areas, and they’ll be commissioned over the next few years. The first of the new radars to be commissioned will be in Sydney – I understand commissioning will take place next year. The current terminal and enroute radars around Perth are not Mode S radars (they’re over 15 years old). Perth controllers will only see Mode A/C returns from your transponder until the new radar is commissioned and the ATC automation system is updated for Mode S."

Submissions close on October 31st. Debate has been going on here:- http://www.pprune.org/forums/showthread.php?t=287594 for quite some time. Dave

Thanks Perry....I would be very interested to see details & pics of the thermostats (I assume they are not Perma-Cool). I have just got off the telephone after talking to Perma-Cool in the USA and they admitted that they are primarily suppliers to the automotive industry who apparently require oil temperatures around the high 70C s. Curiously on their data sheet, they state that the thermostat closes at between 82C & 88C, however from my experience this is clearly not the case which has been confirmed since I found the temp. rating stamped on the core. I am sure the Perma-Cool unit would be great if we could only get a higher temp core for it, but Perma-Cool only do the one temp. (77C / 171F). It has been a very expensive exercise as being a SLSA registered aircraft I have had to use a LAME to do the work, so including the purchase of the stat, it has cost me almost $1000 for no benefit.:confused: Regards Dave

I have just come back from the hangar and having removed the thermostat have established that it is not stuck closed (see my explanation of how the thermostat functions above) and while open the oil should take the shortest route back to the engine (ie in E1 and out E2) effectively bypassing the oil cooler. We then removed the circlip and opened up the thermostat....everything appeared intact and normal, however stamped on the bi-metalic copper core inside was 77C / 171F . Now the description supplied by Perma-Cool says that the thermostat should begin to close between 82C (180F) & 88C (190F) however I fail to see how this could be achieved with a 77C core?? This could explain why we cannot get the temperature above 80C, however it does not explain why the oil temperature drops to as low as 69C on approach with 2500 RPM set as it should regulate at around 77C if the numbering on the plug is correct. I intend phoning Perma-Cool in the USA tonight and ask them about it, but if you happen to be considering buying one of these thermostats....hold off for a while as currently it is about as useful as an ashtray on a motorbike! PS. Peter, I am 100% sure that the Dynon temperature indication is correct and there are no blocked oil pipes etc.

Nelson.....that's interesting and I am fast coming to the conclusion that this thermostat is just not suitable for the Rotax 912. What I don't understand is that owners in the USA keep installing them and are telling me they work OK?? Just yesterday I received the latest Rotax catalogue from Lockwood in Florida and they are still advertising them as suitable for Rotax applications. I also wonder why Flight Design would offer this thermostat as an optional extra if they are inneffectual. Very puzzling! Dave

Hi Brian, I prefer the spare tube option although I do believe the "green slime" aerosol does work as a short term fix. I am going to replace my tubes eventually with "Airstop" tubes (Michelin I think) as the Yanks seems to swear by them. Here is a copy of an e-mail from a contact in the USA:- The better tubes are Michelin "Airstop" tubes. These are made from Butyl and do not let the air molecules pass out like regular rubber tubes. They also have a special lining inside the tube that is self healing. You can puncture it with a nail, pull it out and it will seal itself. This is not a new concept because some tubeless tires in the USA with this coating have been around for many years. Like I said in my last post, my partner and I flew out of lots of dirt strips, plus being in the Arizona desert you picked up stickers and our tires would go flat over night. When we switched to these tubes we never added air for a year. Never had any more flats. These tubes can be purchased with a straight stem or a 90 Degree angled stem (TR67). Here is the purchase info. By the way these tubes are made in Italy. Aircraft Spruce: (on the internet) Michelin Airstop tube with valve type TR67 (metal 90 degree stem) Part number 06-00019, tire size 5.00 x 5 $56.75 Part number 06-00021, tie size 6.00 x 6 $44.90 Desser tire Company: (on the internet) 5.00 x 5 valve tr67 $50.60 6.00 x 6 valve tr67 $65.00 Regards Dave

Peter.....thanks for your input. Perma-Cool only manufacture one type of oil thermostat (I phoned the factory in California). The thermostat was purchased new from California Power Systems (USA) and correctly installed by a L.A.M.E. in both config. B and config D. as suggested by the manufacturer. We are going to remove the thermostat tomorrow to make sure that it has not 'stuck' closed. If indeed it is open, then I am tending to conclude that this thermostat is not suitable for the 912. The only reason I have persisted this long is that I am getting reports from 912 owners in the USA that they have installed this thermo. and it works fine. I have just had a call from an owner of a CTsw here in Perth that had a Perma-Cool thermostat factory installed by Flight Design (as an optional extra) and he can't get the oil temperature much above 75C either. I won't comment further until I have a look at his installation, however there seems to be a fundamental problem somewhere ??? Regards Dave

Am no further along in trying to solve this problem....here is a simplified schematic of the installation:- There must be someone out there that has installed one of these on a 912?

Thanks Matt...will do that first thing Monday morning. Regards, Dave

David....yes that is why I installed the thermostat but it appears that the oil is still passing through the cooler before it reaches 180F/82C. (the thermostat is supposed to start to close at 180F/82C) I am sure that the thermostat is not defective as I checked it was in the open position prior to installation. The thermostat is designed to be 'fail safe' so that if the thermostat stuck closed (i.e. in opposition to the spring) then the oil would all continue to pass through the cooler. My problem is that it appears to be going through the cooler whether open or closed? Like electricity, the oil should take the path of least resistance and flow from E1 to E2 (see diagram) when the oil is cold and the thermostat is open.........why it is not doing that...I am not sure? There must be someone out there that has installed one of these? (BTW I am sure that my oil temp. indications are valid as the ambients look good prior to start and the time taken to 50C is in line with other 912s)