PaulN

Jack,

 

It really is only 8 amphours, as are all CTs . I'm off to Fyshwick today for a new better battery. I guess I'll then need to make up a custom cradle for it as no doubt it will be larger and heavier. Yep, upgrading the leads as well. Adrian's on the case so am confident all will work out in the end.

 

Cheers,

 

Paul

 

 

Good one Matt. Now all I need is to borrow Annabelle to fly a great distance with me to find fuel at that $110.9/L .

An update guys.

 

Wouldn't you know it . Found out today from the Bert Floods that the newer more powerful starter motor is larger than the original and it just won't fit into the CT2K .

 

Have adjusted the trigger coil gaps to .013" all round.

 

Now looking at setting up a test bench for the engine to facilitate torque testing the slipper clutch before reinstalling. Wal reckons that the 912s does not have a dog clutch :confused:.

 

Glen ... I'm persuing a new larger battery. Wal at Bert Flood suggests a 22 amphour as minimum. Wow, I'd need a bigger engine bay or install it in the baggage area if I go that big. Think I'll settle for something like 12 amphour.

 

More to follow, to be sure.

 

Paul

 

 

Don't you love this forum ... everyone is so helpful, thanks fellas ;).

 

Hello New Zealand - Ralph. Actually you're closer than you might think, I have an Airmaster prop hanging off the Rotax .... Ahhh, maybe that's the problem . Ralph, how would a faulty slipper clutch affect the starting?

 

Have tried variations on plug gaps ... not the issue.

 

Have tried variations of choke and throttle settings ... not the issue.

 

Not something that has just happened out of the blue but rather grown from an irritation to a "flying nowhere today" problem over these colder months.

 

Thankfully, no "exciting" flights lately but read on re ignition timing (trigger coils).

 

Have spoken with Wal at Bert Flood's and given various probable causes and "remove the engine, send it to us and we'll fix it". Read on for ways that we are addressing some of his suggestions ... before writing big cheques.

 

Compression is good on all 4.

 

The ERSA is now pageless so have recruited Adrian's help and donned the overalls.

 

Mike, I'll take some time tomorrow scanning through the Tecnam thread, thanks.

 

Here's my progress to date.

 

Slipped (also an exaggeration) the Rotax out this afternoon and checked out a few things.

 

1. The starter certainly is a tiny unit. The recommendation to upsize to the more powerful unit is now on the agenda.

 

2. Carried out a load test on the sprag clutch (with the aid of my ever helpful L2 Adrian) and determined that it shows no sign of wear, that is, grips under load as it should with no sign of slipping or releasing.

 

3. Discovered the trigger coil clearances are out of whack.

 

4. The water/oil cooler front mounting brackets broken from severe shaking, and ....

 

5. The engine mount frame is ever so slightly bent and twisted (a bit like it's owner).

 

What next? Acquire a higher cranking power battery of say 12 amphours (any suggestions?), fit heavier power leads to the starter (may not be necessary but takes the std CT light weight leads out of the equation), adjust the trigger coil gaps as per the Rotax manual, fit a new high torque starter motor, and fit a Soft Start Module (from Conair in the UK) just for the peace of mind. And of course repair the broken brackets and bent frame. Then the joys of putting it all together again to test with fingers crossed .

 

I'll let you know how things work out.

 

Thanks again,

 

Paul

 

 

Hi all,

 

My CT2K with Rotax 912s is refusing to start ... aaaagghhh!!

 

I'm in a cold climate and the CT is parked in an open shed out of immediate weather but still subject to frost and wind. Winter starting has always been difficult but this winter more so. Even jumping from the car battery won't get a result. W/out the jump leads from the car my 8 amphour cold battery voltmeter reads 11.5v, with the car it reads 12.5v to 13.0v.

 

Have tried the Soft Start Module from Conair in UK with no apparent change.

 

What is happening? With the above 13.0v supply, full choke, fully closed throttle I hit the start and the Rotax grinds over momentarily, attempts to fire then kicks back violently disengaging the starter. This happens over and over to the point that I have to stop in fear of the engine lurching from its mounts (slight exageration, but only slight). It appears that the engine just will not wind over fast enough to overcome the ignition.

 

I've also tried rewiring the start switch and incorporating a push start button to allow winding over the Rotax before switching on the ignition. Still kicks back violently as soon as the ign is engaged.

 

Any ideas out there? What do you recommend for a battery if I were to replace the one I have? Any help please.

 

I'm just about to the point of removing the engine to check out the sprag clutch condition .

 

Paul

 

 

When you progress to NSW Ian you'll have my vote.

 

I was sorry to not find Cazza amongst the NSW candidates this year .

 

Paul

 

 

Hi all,

 

Most of you will remember the trauma experienced by the Evans Head Memorial Aero Club when the local council made things so difficult they had to cancel this very popular annual event last year. Well, good news, it's back on . Below is a letter I received yesterday, read on.

 

Paul

 

Hi to you all,

 

Yes, it has been awhile since you've heard from me, lots going on, I hope you are all going well, flying high and using all the runway!

 

Some great news! Yes, /'we'll be back'/, The Great Eastern Fly-In is alive and well and raring to go at the Evans Head Memorial Aerodrome from the 28th December till the 31st December 2007. I would like to take this opportunity to thank you all for your great support of the Great Eastern and the Aerodrome, with a special thanks to Kempsey Aeroclub for coming in at the eleventh hour to run a terrific event for us all on the last weekend of 2006.

 

So we invite you all, friends families, everyone to this year's Great Eastern. Yes, All the usual fun, all types of aircraft, great food, endless coffee, Classic Flying Film night, Sunday Market, Air Displays, static displays, aviation business, underwing camping, caravan camping area, NO landing fees, shuttle bus, the Mustangs (Wings and Wheels) Museum tent, and more and of course the beach, river and beautiful flying. Fun for all the family.

 

As an added bonus we have a Special Offer!!!! For those wanting to stay a bit longer and looking for something extra to do, we'd love a little help before and after the event and so join us from the 26th December till the 2nd January, we won't work you too hard!

 

So, looking forward to seeing you all for this year's Great Eastern,

 

Cheers

 

Gai

 

PS If you need to contact me I'm on 0427825202 or email.

 

 

Adam,

 

Good to hear of your interest in aviation. Merimbula airport is just around the corner from you. Why not make contact with Rex (the local LAME) to see if he can help. Also, do the rounds of the various other operators there like Alan Lindsay and his flying school. You never know until you give it a go.

 

All the best,

 

Paul

 

 

Hiya Kaz.Thanks for that - so I did the right thing in grabbing Cheetah fifty-one fifty-one.

Too easy.

 

Ross

It's so much easier to remember your callsign if it's linked to your age, eh Ross.

 

Paul

 

 

Hey Scott,

 

Is this what you're looking for?

 

http://www.aopa.com.au/website/afdorder.cfm

 

Paul

 

 

I heard a report on TV news tonight of the loss of Jim LeRoy while performing in his Bulldog Pitts at the Ohio Airshow and found this news article http://www.chron.com/disp/story.mpl/nation/5008752.html.

 

Anyone who attended Avalon this year would have to stand in awe at this pilot's skill. Even the best are not immune to tragedy.

 

A sad event indeed.

 

Paul

 

 

Hi Pete,

 

From my experience it's not all that uncommon. My callsign is CT3841 (charlie tango three eight four one) and sometimes ATC responds with charlie tango thirty eight forty one. I have also noticed that controllers and other stations invariably get my numbers jumbled, perhaps because they're more familiar with the three alpha character format. On the occasions I have used the two groups of two numbers (38, 41), as you have identified, they are more easily understood and remembered by receiving stations ... so why not do it? Also, once I have establised communications with a station I more often than not drop the charlie tango thing and just call 38, 41. After all, abbreviating callsigns sensibly is an approved practice.

 

Perhaps this method of number calling is a spin off from the way in which the corporate guys make their calls. Rather than spitting out their three alpha identifiers they use their corporate name and flight number, like Jetcraft three sixty one or Rex two fifty three etc.

 

Paul

 

 

I got mine now lost it

Check with Emma mate, she's probably snatched it for her own reading ;).

 

 

Gear Down ... really down

 

A cute pic of the CT taken this arvo .

 

 

 

Right again Mike, mine was most definitely the lee side of a wave ... smooth but no cloud to indicate it.

 

I have experienced light rotor activity on the east side of the snowies. It can be very rough indeed. A good place to avoid when the westerlies get up.

 

Thanks for your informative input on this forum .

 

Paul

 

 

When i drove past Cooma on this last trip it was at 10pm and still snowing all the way to past Cooma!

Our lights were still on Rob. Never mind, next trip maybe ;).

 

Paul

 

 

With the air so still, the local scenery begging and the promise of a great afternoon light what else could one do?

 

Paul

 

 

 

 

 

Wave is brilliant stuff - gliding in wave is like riding a lift. It's worth remembering that where there's wave there will be lee rotor - not such brilliant stuff.M

On my last flight, returning from Camden Haven, at 10k ft (to avoid reported mod to severe turb due to westerly, and in the care of CN APP) over top of Michelago (hilly terrain just sth of Canberra and around 5000 AGL) I experienced this rotor effect. Cruising in level flt at 110kt (indicated) the CT began losing alt at about 600 fpm which I countered by trimming up and up and up bringing the nose into an obviously upward pitch and airspeed down to 80kt to regain level flt. This lasted for about 30 secs and then went away as quickly as it came. Makes one glad to have plenty of height over those hills.

 

Like Mike says "worth remembering the rotor effect".

 

Paul

 

 

Having just come back from a lovely snow trip last week and driving back towards cooma ...

And you didn't stop by to say hello???

 

Paul

 

 

Thanks for the memories Rob and Bernie.

 

Paul

 

 

;) CR-3 :;)5:

 

Egads Mike, if I had to pull this out of my bag and attempt the calcs like you imply, I'd have to start the sums about 150 miles out :confused:.

 

Paul

 

 

G'day Mike,

 

The mind boggles, where do you come up with all this technical stuff. Take it easy mate, most of us here are just simple pilots ;).

 

Of course, a STA should only be attempted with good visibility and comfortable terrain. Here at Cooma, the few times I do this I line myself up (more or less) 5 miles out at 2000' AAL with a GS of around 90kt and a 500fpm descent. This gets me at around 700' 1 mile out in time to set fine pitch, throttle back, flaps ext and normal late final. Different winds make for slight variations to this theme, otherwise it works fine in my little CT. I guess every a/c is different though.

 

Hope this helps.

 

Paul

 

 

Good lanyards come with a safety clip that opens when it snags.

I bought mine from the RA-Aus stand at Natfly this year, it has this feature. I'm sure they'd be happy to hear from anyone wanting a new (and safe) lanyard.

 

Paul

 

 

Ian,

 

What's the downward view like through the wing ?

 

Paul

 

 

Ben,

 

May I suggest you talk with Matt and the team at Air Shepp. I found them very helpful getting me through the PPL as a RA-Aus cert holder. They know and will tell you what is req'd.

 

Ian makes a valid point about the need to re-do the BAK. During my course at Air Shepp, when Matt made enquiries with CASA it was deemed necessary to sit their BAK before being allowed to proceed with the PPL exam.

 

Paul