sseeker

As others have said an RPL/PPL + Medical but don't forget in the case of an RPL you'd need the Controlled Airspace and Controlled Aerodrome (if landing) endorsements. An RPL on it's own doesn't give you access to controlled airspace or aerodromes.

Bugger... Wish I knew about that plan. I only saw a couple of options on the Telstra site and they were; $150/40GB/12 months or $180/60GB/12 months. Maybe a legacy plan?

Looking back at the burn off smoke rolling in over Jandakot. Wasn't my last flight, but it was the last flight that I took a photo

What deal is that? I have a prepaid Telstra service for my iPad mini but it was $150 for 40GB/12 months.

You'd need to strip a fair bit out of the plane. The MTOW is 680kg. Even with the proposed increased MTOW with RAAus, a LAME is still required to maintain it. At least that's my understanding if the proposed changes. If that were the case, I'd buy it and wait for that weight increase!

The CH200 is fully aerobatic with certain modifications done during the build phase. I wasn't able to confirm these were done. Having spoken with several CH200 builders - none of them do aerobatics despite having the mods done. There were questions raised about the structural integrity even with mods. Unfortunately not being the builder means I'd have to hire a LAME to complete all of these "quick jobs".

That's the one. I held off disclosing initially because I figured the seller would want some privacy. Ultimately anyone who looks at the aircraft is going to ask these same questions anyway, so not such a big deal.

Zenair (Zenith) CH200. I'd joined several Zenith/Zenair groups on Facebook and Groups IO to get advice. Not many in Australia so the advice and resources in those groups was quite useful. It was performed by a LAME during a 100hrly - so I'd say a calibrated instrument. There was a note in the logbook that there were "nil defects" so I'm guessing he/she couldn't hear much. Thanks Yenn. That's just the way I quoted it, the logbook quotes a figure per cylinder 1,2,3,4. I just gave a range because they all fall between 60 and 64psi. The Lycoming service bulletin outlining compression figures quotes PSI, so I assumed that's what the logbook figures were.

Thanks for that. It's amateur built and the builder lost his medical after completion. Pretty sure the hours were just test flights/periodic runs while stored. Anyway - I've made the call to continue my search. I'm sure something better suited to me will come around soon

Under exemption or with a Part 61 licence (RPL, PPL, CPL etc) which is appropriately endorsed. I regularly fly VH/RA-Aus in both Class D and C. I might be wrong but I think there is also requirements for your transponder to be regularly certified by a LAME?

Thanks onetrack. That's what has me puzzled. Overhaul notes indicate the engine was stripped and everything was "within manufacturers limits" - yet the compression figures seem marginal after less than 100hrs of operation. The only parts replaced were the oil pump, spark plugs, various nuts and bolts + gaskets...

Thanks for your input so far all. Since 2000 it's logged less than 100hrs on the engine. Last actual flight was ~12 months ago. 100hrly done back then. I think I'm going to walk away from this one. Bargain price, but seems based on the compression figures, the engine could be on it's last legs. The notes on the overhaul indicate a few things were replaced but not the cylinders/re-boring or anything that would improve compression.

Hi everyone, Been a while since I've posted on here so hopefully putting this in the right place. I'm in the process of looking to purchase an aeroplane (GA). Said aeroplane has a Lycoming O-235-C1 (115hp) and this would be its 3rd installation with the engine TT being 2500ish hours. There is a record of major repair/overhaul occurring at this point. The engine logbook now states it has 2000hrs remaining. This overhaul took place ~20 years ago so the 12 year calendar life has expired and the engine is now "on condition". To my actual question, the cylinder pressures range from 60psi to 64psi over 80 which seems incredibly low. What is this saying about the engine? Lycoming service bulletins indicate 70+ psi is "acceptable" with a variance of not more than 5psi between cylinders. I'm not sure if this applies to their "low compression" engines. While I'm interested in the aeroplane I won't waste my time getting a LAME pre-purchase done if the engine is shot or about to require a major overhaul. I'll continue my search. This would be my first aircraft purchase and I'm no maintenance engineer, so all of this is new to me. If anyone is familiar with Lycoming engines or has some input to assist, I'd appreciate it. Cheers, Andrew

Hi everyone, I'm back in the game! After my last forum 'landing' I flew a bit of a wide circuit, in fact I was downwind for about 2.5 years I'm reintroducing myself back into flying with my maiden flight this Sunday at my old airfield - Bindoon. Missed it every day so I'm pretty excited to be back in the left seat :) Few lessons then a BFR! Look forward to catching up and reading all the great posts. Cheers, Andrew

Hi everyone, I'm back in the game! After my last forum 'landing' I flew a bit of a wide circuit, in fact I was downwind for about 2.5 years I'm reintroducing myself back into flying with my maiden flight this Sunday at my old airfield - Bindoon. Missed it every day so I'm pretty excited to be back in the left seat :) Few lessons then a BFR! Look forward to catching up and reading all the great posts. Cheers, Andrew