rhtrudder

Carbys just repaired by wal , floods, everything replaced, not sure how accurate the egts are don’t have carby heat, I guess because of the turbo although it has a intercooler fitted, previous owner,  feels like it’s rich around those revs , winding some pitch on the prop makes it run a bit better

Going to have a go at installing a O2 sensor, seen it done on a 912 , YouTube, still not running like it should , good idea or not ?

Is there a way to recalibrate the the lights on the display for the elevator trim it bottoms out with 3 bars left blank and overruns ot the top of the gauge, hope this makes sense 

All that and no difference, did notice at 5000 revs when I done a mag check the engine didn’t like it , both the same ,  pulled the plugs and were all very black , swapped them with new ones about to try again and thought maybe check the air filter which is mounted in the bottom cowl , easy to overlook, caked solid and beyond cleaning as it would fall to bits, after much driving found found a good enough replacement at the fendt dealer , fingers crossed will fly again tonight, looks like I may overthought the problem again.

Found the needle clip out on one carby, right hand carby should run one notch lower to make it a bit richer something to do with the boost favoring the side, they were both the same, but noticed when I advance the throttle one side gets ahead of the other , they both finish against the stops , not sure what’s going on , have set them up with a carb mate not easy with the spinning prop , bit hot and windy to test maybe later

Okay, I’ll have to pick up my act, rather than write a novel I thought I would keep it to the point

Rough running engine between 4800/5200 , new throttle cables , Carbys done, balance good , runs fine either side of those revs, 

I’m starting to wish I hadn’t asked the question 

I just took it off , looks like it wasn’t worth the trouble, thanks for all the input 

Agreed, but I noticed when waiting to enter the active runway and checking for incoming aircraft the ones with their landing lights on seem to stand out more

Ok thanks I’ll get onto it

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Just fitted a led to my landing leg, super bright, been a couple of midair’s so I figured it might help on final, trouble is it drowns out the radio , any way I can make it work, wired it to the nav lights

Trying to figure out what the idle gear on the starter shaft drives in a 912 , I think I understand how the sprag clutch works 

Wondering where I stand legally 

Wondering what’s involved in flying with a engine that has passed TBO, 914 engine in my plane has got 200 hours left , compression hasn’t changed , no more oil consumption, have flown it from 400 hrs to nearly 1800 , $45000.00 to replace it 

1 hour ago, facthunter said:

GAP sealing is known to provide advantages of less drag and more effective control function. You have more difficulty oiling the hinges. Nev

Maybe just leave the hinge exposed 

Thinking of taping up the gaps in front of the ailerons, is it worth doing and what tape would be best, I thought it might kill a bit of drag which I read somewhere 

Having trouble getting plug caps for 912, apparently ngk aren’t supplying, any ideas.

Anyone with info on blue water park strip north west of Townsville, I heard the operator could be hard to get on with , planning on a trip to Townsville looks like  a handy strip to where I was going to stay

Insurance went from $2500.   To $3700. After a claim for $8000 For my Sabre valued at $60,000 QBE , is it possible to do any better, considering dropping it

Just noticed on a post on Facebook about a 24 rego Tecnam landing at Gold Coast, I asked the question and was told they had a transponder and submitted a flight plan and unless you have CTA experience it should not be done , is this legal , Greg 

26 minutes ago, kgwilson said:

ADSB in/out is far more useful than a 1940s era transponder, no matter how new it may be. On the East Coast of Australia coverage is about 40% at best on a good day. Below 1000 feet unless you are in direct line from a primary radar you are rarely seen by ATC. Above 10,000 feet no problem at all but unless you are in controlled airspace or have an allocated squawk code or have flight following invoked ATC are unlikely to be interested unless by chance they see a couple of blips converging.

 

If on the other hand everyone had ADSB in/out linked to their EFIS you will see all traffic in your vicinity up to around 50NM away, it's callsign, altitude, heading & will be warned of potential conflict.

 

Now in saying this I now confess to having neither & flew GA for 40 years with Xponders and was grateful for ATC assistance a couple of times, once when 45 NM out to sea with little visibility. I will probably get a Skyecho2 or it's successor/equivalent in the not too distant future.

 

Don't get me started on ASIC. I refuse to get one & fly into airports where I am supposed to have one. These things have nothing to do with security and everything to do with power, control and money.

Have you ever been asked to produce an asic at any airport, 

I guess leave it turned off, seems like another waste of money, bit like asic

Any truth in the rumour that we have to fit transponders in our raa aircraft in the near future 

Without the indicator I haven’t got a clue where it’s set until I leave the ground