PaulN

Hi Cecil, It's governed. That is, each mode (t/off, climb and cruise) is pre-set to a given rpm. When, say in cruise at 5000rpm, the prop's load is decreased or increased (lower nose or higher nose attitude)the prop pitch automatically adjusts without the rpm changing. Thus "constant speed" prop. Added to this, one can choose to operate the prop in manual mode giving opportunity to adjust the pitch finer or coarser to suit ones own preference for rpm, speed and fuel burn ... within limits. Great concept and quite suitable for the Rotax that prefers running at higher rather than lower revs forextended wear. Paul

Hi all, I'm in the process of fitting a 3 bladeAirmaster AP332 constant speed prop to our CT2K running a Rotax 912s. If anyone has thoughts, comments or tips (positive or negative) I'd be keen to hear from you. Thanks, Paul

As a CT owner and regular flyer I have to endorse the above article (with a big smile on my face ... I love it). However, I have to question the endurance stats quoted in the third paragraph. If my CT should be achieving 1100nm at a cruise of 130kn on a full tank of 130 litres (that's 15.3 l/h) I want someone to show me exactly how to tune the prop and a/c to make it happen. My max speed at full throttle (5340 rpm) is more like 128kn burning 24 l/h. That's more like an endurance of 690nm with, at the end of the flight, a red hot engine and a worn out crew from max noise. I choose to cruise at a more realistic 100kn to 110kn (a touch more than quarter throttle) burning 12 - 13 l/h achieving a theoretical 1080nm endurance in a much quieter environment. But let's face it, theory and practise rarely concur, especially in our aerial environment of changing densities and winds. For anyone considering the purchase of a CT my recommendation is to not spend too much time pondering these sort of specs, just get on the phone and place your order. The sooner you have your new CT proudly on display at your chosen airfield andyou get up there enjoying its many delights, the sooner you'll know you made a good choice. From personal experience I have to say it's a great little plane. PaulN

OurCT2K used to give the trembles on lift off. On checking the gear we discovered the nose wheel hub assembly was manufactured with the axle hole eccentric to the outer rim so ordered a replacement from Flightdesign. Alas, the replacement arrived in the same state as the original ... must be purpose built. Took it to the local engineering shop and had them rework it and all was well. At a later date we changed the front tyre only to get a new wheel vibration. Took it to the local bike shop and had it balanced for $5 and all is well again. I guess these things happen just to keep us on the ball. Paul

Hi all, I'm in the process of fitting a 3 bladeAirmaster AP332 constant speed prop to our CT2K running a Rotax 912s. If anyone has thoughts, comments or tips (positive or negative) I'd be keen to hear from you. Thanks, Paul

Ian, Hope we don't miss you but understand about the work thing. I plan to take heaps of pics along the way and will have the laptop with us but mainly for weather and flight notifications. I may send some pics while en route but using dial-up while travelling I might findpics a bit chunky so these may have to wait until back home with broadband. Wear out the CT ... I didn't think they wore out. I am presently editing a heap of pics for the forum albums so will be back here soon. Is there a preferred size (pixels and kbytes) that I should make these? Bet you're hanging out for that ship to dock. Have you heard from Shaun lately. How does he plan (if he has a plan) to make delivery? If you're in touch with Nathan please let him know that I hope to catch up with him. What's the name of the c'van park next to the airfield please? Cheers, Paul

G'day Ian, When we drop into Shepparton, hopefully Mon morn Sep 5, if we like what we see and choose to join the GVAC, is there a delay from m'ship appln to acceptance? Am I likely to meet up with Nathan while there to talk more about PPL training? Did you get my private email of Aug 14? Cheers, Paul

Hi Ian, When thinking our CT would be going on-line at Polo Flat I went through the exercise of hunting down insurance. I finally ended up dealing with Glenn Turner of Insurance Advisernet in SA. Glenn being a fellow aviator is keenly aware of our issues. It seemed to me that he was putting in the hard-yards to get the best deals available for aviators. He did advise that very few insurers had any interest in covering aircraft and related activities (same old story, fear of the unknown). Apparently only 2 companies QBE and Vero have an interest. At the time I was looking to cover the CT for a nominal amt of $95K (hull) and $1m (p/liab) for around $5500PA, thats about 5.75% insured value. This allowed for $1500 excess with some limitations imposed (if we accepted $5000 excess the premium reduced to around $4500). Since the idea of going on-line fell over we opted for p/liab cover only for private use with a prem of just under $900PA. Maybe it was just make-you-feel-comfortable talk but Glenn reckons insurance costs for aviation looked like coming down. Hmmm, that'd be a first for the insurance industry, eh. Glenn can be reached on 0883961369 or 0418824328 or [email protected] Cheers, Paul PS Thanks for the GVAC article ... what's the cost of m/ship?

Hello Ian, I suggest, if your plane is for hire, one of the conditionsmight be that the hirer provides his/her own EPIRB for XC flight. Fittingan ELTto the plane is probably excessive, that is, if your plane is in sufficiently OK condition after going down for the on board ELT to function, chances are you and your personal EPIRB will still be functioning OK too. Also, if when you are downed (God forbid) you manage to scramble from the wreckage before it explodesin a ball offire (nightmare stuff, eh? I must be thinking Gazelle or similar here) having a personal EPIRBabout your personcould bea good thing. With respect to waterproof functionality of your personal EPIRB, you will find that most if not all models are waterproof (the GME MT310 certainly is). This means that in case of ditching, after you've successfully donned anddeployed your life jacket and you're sitting on your conveniently bouyant CT wing avoiding sharks, you can then get about activating your EPIRB confident that it is still operational. Don't know about working under water, but I guess if your 20m down it won't really matter anyway. I like Rodger's idea of the photojournalist vest with all those pockets. When I fly I hang my EPIRB from a lanyard about my neck and slipped into a pocket if available. But, of course, all this is hyperthetical as CT's don't go down withoutbeing pointing down toward a nice clean runway. Now, about buying in stocks of these gadgets for distribution to members at cost, I think this is dream-time stuff, esp considering their limited shelf life (redundancy in 2009 or so). If an individual pilot values his/her life enough, he/she will make the effort to go get one. Wish this wind would go away!!! Paul

Hi Rodger, Having recently gone through this decision process myself, my advice is to outlay the $250 or so investment now in the hope that the superseding system will be more affordable as the demand increases. The 121.5 mHz model will be current until sometime 2009 (who knows, this may even be extended as authorities encounter user resistance to upgrade) so in my thinking $250 amortised over 3 or 4 years is pretty affordable assurance when XC flying. I ended up buying a GME MT310 for $235 (jncl GST) in March as this is a neat, compact unit (160 x 65 x 25) in protective pouch and with lanyard and weighing just 210g all up. Worth considering is including on your pre-flight checks an item reminding you to attach the unit to your person in case of mishap. There's not much point having it tucked away in the baggage hold or somewhere else inaccessible in time of emergency. Enjoy your flying, it's the only way to go. Paul

Hi Dave, Welcome to the forum and the joys of affordable, funflying. I know you'll enjoy the chats on this forum ... the subjects are so varied and informative, and I know the rest of us will appreciate your input and experiences. To answer your query, RA-Aus issues its own Operations Manual (which I believe is in the process of being updated/revised). Take a look at our web site www.raa.asn.au (while browsing this please substituteRA-Aus for AUF ... used to be known as Aust Ultralight Federation but is now Recreational Aviation Aust [we use the hyphen so as not tooffendthe Royal Automobile Association of SA]). This web site lists thecontents of the Ops Manual andto answer your question take particular notice of section 2.12.1 (www.raa.asn.au/opsmanual/new2-12.html) and section 2.07.2(www.raa.asn.au/opsmanual/new2-07.html). When you're ready to start your conversion you'll need to join RA-Aus and be issued with a Student Pilot Certificate which will duly be upgraded to Pilot Cert on completion of these requirements. All you need to do now is find a good ultralight flying school, present your PPL stuff, join up and you're on your way. It sounds like you are yet to be endorsed for Xcountry flight. Take a look at 2.07.7 forpolicy regarding this. I'm sure you'll find heaps more helpful stuff on the RA-Aussite. BTW where are you based, what aircraft have you been flying to date and what got you into flying? Hope this helps, Paul

PS As of today I am now using the NAIPS flight notification system ... simpler than I thought it might be. Paul

Hi again Rob, Further on Flight Following (FF). I was told today by Airservices that FF is not a substitute for submitting a flight notification and sartime. ATS will not be inclined to get anxious if an a/c on FF disappears from the radar screen. While flying from Cooma to Merimbula and return today I also noted that this must be at the discretion of individual ATS operators. A couple of times I faded off the radar screen and the operator called to check and advise that reception was poor before finally terminating radar service. It can sometimes be difficult for the radar to pick up a small plastic craft in fringe areas. I was tracking at 7500 eastbound and managed only about 5 mins of radar service. On the westbound return leg at 8500 the operator tried to connect with me several times before giving it up. I guess this is something I just have to live with when flying over these mountainous areas. Paul

Hi Rob, Flight Following is only available if your fitted with transponder. I make a habit of calling for it if flying over difficult (tiger) country just for the reassurance that (1) someone is watching in case I get into trouble and (2) ATC knows of my whereabouts and intentions to alert other pilots nearby if req'd and let me know of other nearby traffic. The controllers usually ask if I have a plan in the system (which I don't because I rely on friends with whom I leave my flt plan to act as SarWatch). They then suggest it would be better if I had done so butstill go ahead anyway. Providing you're within radar range they will usually oblige unless under heavy workload. Just call up on the area freq in use something like this ... Me ... "Melb Centre this is CT****" ATC ... "Go ahead CT****" Me ... "CT**** is tracking Cooma to Tumut at 7500. Request Flight Following" ATC ... "CT**** squawk ident please" Me ... "Sqwark ident, CT****" ATC ... "CT****, sqwark code is 0571 (or whatever)" Me ... "Sqwark 0571, CT****" ATC ... "CT****, I have you at 4 miles NW of Adaminaby, confirm preferred alt" Me ... "Confirm 4 miles NW Adaminaby and maintaining 7500, CT****" Now, if you decide to change alt or heading or decide you no longer want flight following, it's important (not to mention courteous) to advise ATC. These Air Services links will help http://www.airservicesaustralia.com/pilotcentre/training/nas/default.asp http://www.airservicesaustralia.com/pilotcentre/training/nas/nasfaq.asp#1 Hope this helps, PaulN

Me again Tom, I just re-read your post. Yes, Flightwatch should help with info re active or inactive. I think Flightwatch freq there is 128.15. PaulN

Hi Tom, From my experience with Williamtown (also a Mil CTR) you should call ACD (Amberly Clearance Delivery) on 134.6 at the req'd contact point (usually 10nm prior CTR). If active you'll get the normal response. If inactive you would expect no response so then call TWR (Amberly Tower) on 118.3 which is also the MBZ freq. Last time I passed Willy this was the sequence, however I got no response from TWR but other a/c in the area confirmed that normal MBZ protocol was in place. To get clearance when active you should have a transponder and should have PPL. Hope this helps, PaulN