BirdDog

21 minutes ago, RossK said:

To answer the original question;

if it were me and I had the money to burn, I'd pick 4a or 4b.

Keep the Sportstar and run on condtion, the deciding factor between 4a or 4b is whether RAA allow you to run on condition for factory built LSA and the cost of the Evektor Glass panel approval.

 

Yep!  That's about where I am sitting at the moment.  I think if I can't get Evektor to come to the party, I won't install unauthorised and just leave as is.  Will sit and decide whether to sell now or not etc.  So will wait and see.  

I have no problem going to E24 for "On Condition:" if I have to, as an quick engine swap, should enable the 24 rego again.  So really just a paperwork exercise for nothing!  LOL!

 

 

OME - Just in response to your comments, I would like to add....

 

Firstly - Thanks for your input, it is most valued.

 

Secondly - Yes, the aircraft sat idle for some time before I got to it. I have owned the machine for 4 years.  When I purchased it had just had it's rubber replacement done.  I ordered an inspection by a LAME and his report came back good, and so I purchased.  For the first 2 years I owed it, it was under the care of a LAME, and then I took over maintenance after completing L1 with RAA.  I still have my LAME looking over my shoulder, so to speak.

The bird is now flown very regularly and rarely sits idle at all.  She is in great condition. Always hangared and looked after with loving care!  LOL!  She is my other woman you know. 😉

43 minutes ago, RossK said:

Interesting questions, and response.

We recently asked the same question to RAA in regards to our 2007 Sportstar and the response was that as a Factory Certified LSA (ie 23 or 24 Reg) it must be maintained in accordance with the Factory Maintenance manual and therefore can't run on condition. To run on condition it must be moved to E23 or E24, so no hire or training.

 

I'm interested to see what you get back from Evektor on the Glass approval. We enquired about the paperwork to increase the MTOW to 600kg, and the cost was pretty high for what amounts to a couple of sheets of paper to stick in the POH, this cost didn't include RAA fees to update the MTOW either, just what Evektor wanted to supply the paperwork.

 

I spoke to RAA personally and have been advised we don't need to move to E24 unless we modify the aircraft without authorisation.  We can continue to run on condition as, yes, we must follow any maintenance requirements like Rubber Replacements and SBs etc.  (all of which are in place).  I am L1 and maintaining it anyway, and so it still can't be used for hire or reward (training etc)

 

I have not heard back from Evektor yet, but having gone through the process with them when we added the RPM gauge, I am not holding my breath!

 

 

 

Thanks lads.  Looks like it's a worthy investment.

7 minutes ago, Yenn said:

I wonder how many pilots buy a plane with the intention of using it for hire or training. Does it really add much to the value?

 

My investigations say it does.  For example, if I put my bird up for sale, flight schools will be interested!  If I am not 24 Rego - Then flight schools can't even look at my bird.  So yes, there is an impact. Exactly what that number is - that is the question.

So I have Mode C Transponder in my bird, and wanted to know what the benefits are to getting my hands on a SkyEcho2?

 

Cheers

J

Yes.  24 Rego means the aircraft can be hired out.  I don't hire mine out.  Losing the 24 Rego with say unauthorised Glass mods, means it could never go back to hire, and so resale value will likely be affected.  Yes, true, it can't go online if on condition, but a new engine would get it back online easily.  

 

Mine only has a VDO, so the time on the clock is the time the engine has been running (Ground and air)

 

 

So I find myself at a crossroads, with a few options to consider, and so, have a read below and throw in your 2 bob!

 

First the background.

I own an Evektor Sportstar 2007 model with a TTIS of 350 hours.  The ROTAX will be TBO in 14 months.  RAA have confirmed that I can run On Condition as long as I continue to service the aircraft (rubber replacement etc) 

However, I have been thinking on upgrading to something else, with Glass etc, but have been thinking....

 

Option 1

Sell the aircraft now, and look to buy something in line with what I want.  (Cost - Unknown)

 

Option 2

Leave everything as is and run On Condition.  (Cost - standard maintenance etc etc - No Glass)

 

Option 3

Sell my current 350 hour engine, and replace with a new 912ULS (Cost $30k less what I get for mine - Still no Glass)

 

Option 4 (and this two possibilities)

a) Run On Condition.  Install new Glass with Evektor approval and retain 24 Rego

b) Run On Condition.  Install new Glass without Evektor approval and move to E24 Rego.

 

 

At the end of the day, she is a really good bird, and I would rather keep her and get her to where I would like, but I feel if I don't get Evektor approval, which may be hard to get, then I will have to lose the 24 Rego.  I am waiting on a response from them now.  Losing the LSA status may be a good or a bad thing, depending how you look at it.

 

ALSO here's a question.... When does the clock start on the TBO?  

 

So go on - fire away.

And Happy Aus Day to  you all.  🙂

 

Cheers

J

 

 

 

 

 

 

 

 

Hmmm.... Maybe now is the time to sell 4912 and upgrade.  Hmmmm.... Interesting!

Thanks all.

 

I know a couple of my mates use a dash cam, but it does not record the audio. I like the fact the GoPro does both. So If I can find a solution where I can pump the audio feed into the DashCam, we would have a winner.

 

I might buy one and see if I can do some surgery.

On local then cross country...

At the moment, I fill up the airplane I train in at Cowra from the 98 bowser (in Cowra) into Jerrys and cart them to the airport, and fuel 'my plane', I do the alcohol test on new fuel, and and dump the bottom of the jerry cans .

 

Now, if I am planning a cross country, seems I need to either

 

a) go avgas : dump the MOGAS out of the system and go to AVGAS for the trip.

b) stay mogas : have a sufficient endurance to en route via MOGAS availability either at the airport, or get into local town with a couple of 20 litre jerrys or transport bladders. Or carry extra inboard

 

is this the general method ?

 

Why are you dumping anything??

 

If I need to fill up on AVGAS, just fill up!

Mogas availability is a concern, it has a very short shelf life ( a couple of weeks). If it is 'Too old'

 

It can damage your engine.

 

I usually buy Mogas from busy Sevice stations.

 

 

Hmm... I would not mind seeing the data on this. Yes, fuel changes over time, but 2 weeks. No. After about 5 weeks or so it has a little bit of a change that only make your engine run rich - not what I would call damaging!!

 

Given that I run 95RON as prescribed by Rotax, I am not concerned.

 

https://www.bp.com/content/dam/bp/country-sites/en_au/australia/home/products-services/fuels/opal-factsheet-storagehandling.pdf

Classic! :)

WOW! This video now would be a clear beach of CASR Part 101.075. (3)

 

I seriously doubt there would be any approvals in place, as CASA are the only ones that can approve. Not only is it dangerous, it's blood stupid. There is also no mention of this in the ERSA, so again, I doubt approvals are in place, or it would be mentioned.

 

I own and operate an CASA certified drone school (in fact stated the first) and the material is very clear - NEVER over an AD without approval!

 

 

 

 

 

 

101.075 Operation near aerodromes

 

(1) A person may operate an unmanned aircraft at an altitude above 400 feet AGL within 3 nautical miles of an aerodrome only if:

 

(a) the operation is permitted by another provision of this Part; or

 

(b) permission has been given for the operation under regulation 101.080.

 

Penalty: 25 penalty units.

 

(2) A person may operate an unmanned aircraft over an area mentioned in paragraph (3)(a) or (b) only if:

 

(a) the operation is permitted by another provision of this Part; or

 

(b) permission has been given for the operation under regulation 101.080.

 

Penalty: 25 penalty units.

 

(3) The areas for subregulation (2) are:

 

(a) a movement area or runway of an aerodrome; and

 

(b) the approach or departure path of a runway of an aerodrome.

 

(4) A person must not operate an unmanned aircraft in such a manner as to create an obstruction to an aircraft taking off from, or approaching for landing at, a landing area or a runway of an aerodrome.

 

Penalty: 25 penalty units.

 

(5) An offence against subregulation (1), (2) or (4) is an offence of strict liability.

 

Note: For strict liability, see section 6.1 of the Criminal Code.

Hey all,

 

So currently I am running a GoPro in the cockpit and it records both video and the audio from our Comms. However, it's a bit of a pain with cards and batteries etc, and so was just wondering if there is a solution (other than go pro) that sort of works like a Dash Cam. Just loops if need be, but can still connect to Comms?

 

What are you guys all using?

 

Cheers

J

Thanks!

Hey all,

 

I am looking to get in touch with Chad Summers, whom I have been lead to believe use to run a flight school in Tamworth.

 

Anyone here have details?

Anyone?

I'd probably replace all rubber components, and just fly it......

 

Yep! That is my current plan. The Rubber replacement will be done next year as per schedule, and my LAME is telling me the same thing LOL! So far ( I have added about 150 hours) it has been rock solid. No leaks etc. All leak downs are perfect. Burns no oil etc. So plan A is to just fly it for sure.

So just browsing through the thread, but could not see it.... What is the price here for a 912ULS.

 

I have a VERY low hour 912 ULS, but it will be TBO 15 years in late 2021, and am contemplating what I do. My bird is 24 LSA, and I have approval to run on conditions as it's not online, but looking at all options. Engine has less than 350 hours on it.

Hey all,

 

So when I registered my bird yesterday, I saw a link for 6 months free to Lockr Aero (online log book) and first impressions are good.

 

I did have a question though - how does one go about getting the entries and signs offs on BFR and other ratings etc?

 

Anyone else using it?

 

Cheers

J

WOW! Those prices are nuts! When I did mine only 4 years ago, was $180 for a dual. Most of the guys I was going through with ended up around the $6000 to $8000 mark. It was cheaper form me because it was my own aircraft. But I know a school in Vic that is $16,000 for PPL, so not sure why you would spend near that for RAA. Crazy!

You probably won’t feel any roughness until about 10:1, but I’d lay money that at those altitudes if you could lean it out you would be making better power.

 

Yeah right! I have no way to do it though - so it is what it is! :)

I've just done 25 hrs in a week.

Alot of it over 8500.

Yes, it runs perfectly fine, but it's not running at it's most efficient.

You are probably throwing away a couple of litres an hour at least, at that altitude.

To know what it really should be using, the best comparison would be how much fuel an injected engine was using at that altitude.

I also think it's doesn't like burning avgas at those altitudes and egt's. It's a bit cold for a clean burn.

Yep! Agreed. Sometimes though, getting above the crap takes you that high, and I am not that concerned about the couple of litres an hour. I rarely burn Avgas. ONLY if I have to!

Behind what engine? Was it fitted with a mixture control?

I fitted an Air Fuel Ratio gauge when fiddling with a different system. I left it on when I put carbs back on and found the metering not nearly as precise as I thought. Taking off at about 1500 amsl with afr ratio of about 12.5:1 at full power you can watch the afr drop as you climb and will get down to just over 11:1 Around 7000 amsl, which significantly reduced power, not only because of lower atmospheric pressure, but an over rich mixture. Maximum power occurs between about 12.1:1 and 12.5:1, any richer or leaner and revs start to drop off, although over rich seems to reduce power quicker than leaning.

With the other system fitted, I could adjust the mixture as I climbed which provided optimum power for the altitude.

 

Mine is a 912 ULS (2007 model) I am often above 8500ft. No issues at all. In fact we cruised all the way home from Townsville to country NSW over 2 days above 8500ft for most of the way! :D