benjam

Hi Silvercity.

Not much to report yet,

I have submitted the initial application. The eng is still getting his figures together. I have to get an up dated annual on the acft, which is due next month anyway, so was waiting to align that together.

It is is slow progress thus far.

When I do my ignition checks its at 4000rpm (any higer & I start my TO run). I get a 50 rpm drop on each ignition not enough to have any change in engine vibration. So I suggested he might check his engine management techniques - this might just solve his problem with little effort, no cost AND no increase in risk.

Thanks for the advice. I was only going to 3600-3800 as the stupid, heel pedalled calliper brakes can't hold it. I will aim to get up to 4000 from here on.

Cheers.

The problem has recurred, so rather than give fixing it a go himself, which is what some seem to be suggesting, seeking the assistance of a competent person is my recommendation.

Hi Round sounds.

I agree 100%, and this is my practise.

I am more after an improvement in my general knowledge of running a LSA motor, the techniques involved, and what to discuss with the L2 and what he is talking about. I am not mechanically trained or minded. This hobby can be a disastrous one if one becomes too blasé about the potential outcomes. I want to know what I am doing wrong to cause this problem.

The L2 I have engaged (Dieter, for those near YCAB) is friendly, accessible, knowledgable, experienced and competent. He does everything or supervises my every attempt to have a go. That is the way it will stay.

I do not do ANY maintenance on my aircraft other than check the tyre inflation pressures. The cargo is too precious.

I do appreciate learning from the vast array of community knowledge and opinion though.

Cheers,

Ben

As it turns out, the lack of any progress toward this out come has frustrated me into action.

I have engaged an Aeronautical Engineer last week to conduct the necessary inspections and calculations to enable an application for me to increase the MTOW of my GR912s to 544kg. I am only seeking this 64 kg increase.

If it leads anywhere, I will keep this forum up to date. Depending on the cost, I will be able to share any info to allow others to also agitate RAAus for an increase tho their machines as well.

Wish me luck....

Thanks for the info. :)

Thanks for the responses. I am unknowing about such things.

I like getting educated.

Cheers.

If the plug is not substandard, what am I doing wrong to cause this error?

Thanks for your response.

The only temp gauge is the oil temp from the engine.

Are you suggesting the plugs are substandard, or is that the fix because the plugs have been damaged?

Afternoon all.

I have a Q about too much RPM drop during the runup on a Rotax 912ULS.

With one of the Mag switches off, the result is a bit too much rough running. I suspect it is a fouled spark plug (that is what it was last time this occurred).

Last time, I had the L2 look at it. He removed each spark plug and found the offending plug, cleaned the carbon build up off and replaced it.

Is there any way to burn this off with out removing the plug? I am unable to lean off the mixture - there is no mixture lever. I only run the motor on Mogas so far.

Any thoughts?

Cheers.

Thanks Downunder. I will investigate the plug.

Evening All,

I am a freshly minted owner of a GR912s Lightwing.I am getting to know my new aircraft and have taken it out for a couple of local trips around town.

I have a couple of questions for those who are experienced on type.

1. At takeoff/climb power, the oil pressure sits at or over the maximum on the green gauge arc. That is the green arc for normal is 50psi up to 90psi. The red indicator needle sits at about 90-95 (hard to tell with a bit of parallax error). The gauge goes up to 100 psi. Oil temp always sits at mid range. Is this normal? Should I be concerned? Does it need rectification?

2. The heel braking system sucks. Do any other operators have a better set up?

Cheers,

Ben

Hi Riley

Methinks you may have missed my 'tongue-in-cheek' shot at the absolute minimal storage space available in the GR912?

Cheers

Hughes Engineering is still there, even if Howie is there only in spirit. Would a letter from them suffice?

In the meantime, everybody knows (if you're careful in loading), a L/wing will get off the ground with two round hay bales, three sheep and a roll of fence wire in the massive cargo hold.

Yes I have read it, but feel that it doesn't answer the questions.

The Lightwing I am buying has a placarded MTOW of 480kg.

Can I just 'declare' that it is now 544kg (1200lb) because the Regs are a little more relaxed? I don't reckon I can.

So how do the Coominya lightwings, which are of a similar manufacture date, achieve a higher MTOW?

Has any other operator with a 12 yo Lightwing got a better MTOW than 480kg? It would make a huge difference to its usability.

I dunno.

Speaking to the RAAus dude, CASA need some engineering specs to allow it.

If it was as simple as being 55 registered, then what would the MTOW be? Where is this info?

So. Has any one been through the process to increase the 480kg limit lately? I want to increase to 544 to get a workable, legal airframe.

How was it? Did it take long? Was it expensive? Was it successful?

As for the Declin scavenger - I adopted that practice after flying the US where it is widely used with Avgas and rotax engines. I also change oil at 25 hrs irrespective.

Would you please expand? Where do you get one? Is it an additive or a mechanical tool?

One last thing you can easily make your own version of a Mr Funnel for a lot less $$$$

Thanks all for the advice. It is well received.

Do you need to filter the avgas when filling at an airport? Or are you only filtering Mogas into/out of your jerry cans?

Hangar at YCAB.

Good to know about Coominya.

Cheers

No I have bought a TW version. Port Lincoln to Bris.

2 days, 1000nm, and about 12 hours flying is what I am expecting.

Thanks Tony,

I see you are flying a Lightwing GR 912. Same as the one I am ferrying.

No problems running rotax on avgas for what you are planning. Rotax recommend oil change every 25 when using avgas

Afternoon all.

I am planning the ferry of my newly purchased aircraft. Although experienced in the aviation industry, I am an inexperienced LSA pilot.

I have some questions for the experts.

Mixing Mogas and Avgas. It seems that it achievable, but the Rotax guide says Avgas 100LL is not suitable. Is this what other operators have found? Do country strips have a Mogas capability these days? The ERSA would suggest not.

Do others just fill up their Rotax 912 ULS aircraft with Avgas and head off? if yes, any downsides to this practise? Or do I just change the oil after the 12-13 hour ferry?

Cheers

Ben

Thanks Dave.

Very impressive!

Looked like a nice day for flying.

Cheers, Ben