BurnieM

I think Skippy is referring to the term "midfield crosswind" rather than just "crosswind". There was a previous discussion on this. I am leaning towards "midfield crosswind" being more meaningful but it is not what is being taught. Saying joining 'anything' without the runway is not helpful particuarly on light wind days. At SHL we have 4 runways and 2 circuit directions on both.

I think you already have this information just not presented as 'what is taught'. When performing circuits at Shelharbour call turning base whether other traffic is heard or not. If traffic not previously heard calls inbound or joining then call with current position in the circuit.

In all areas in NSW I have seen float planes landing boat operations are permitted. A lot of bitching about boat speed restrictions not applying to float planes.

I do not believe it is blame shifting but it is pretty naive behaviour from Angel Flight. Particuarly as it looks like it diverted $300k of donations that would have normally come straight to them. This will probably also reduce donations to AF for several years, a pity.

Can I suggest that you leave Skippys post in this thread and also duplicate it in your new thread, the post starting; "It's amazing how conversations on this Forum can dive down unexpected, often entertaining/instructive "rabbit holes". This is not one of those beneficial digressions - there are certain people who have voiced opinions, completely unrelated to the maintenance of Rotax 9 engines regarding the installation of spark plugs. I warn Rotax maintainers against these opinions (anti size and unspecified lubricants) - they have no application in the installation of spark plugs in Rotax 9 engines. ......... " and then move all the posts after that into your new thread. I did not use your new thread as the context of the discussion would be lost.

Not trying to drag this out but; https://ngksparkplugs.com/en/resources/spark-plug-basics "The optimal firing end temperature is approximately 500°C (932°F) to 800°C (1472°F). The two most common causes of spark plug problems are carbon fouling (< 450°C) and overheating (> 800°C)." Is saving 10 degrees revelant ? https://ngksparkplugs.com/en/resources/5-things-you-should-know-about-spark-plugs "NGK spark plugs feature trivalent plating. This silver or chrome-colored finish on the threads is designed to provide corrosion resistance against moisture and chemicals. The coating also acts as a release agent during spark plug removal. NGK spark plugs are installed at the factory dry, without lubrication or anti-seize. Anti-seize can act as a lubricant, altering torque values up to 20 percent, increasing the risk of spark plug thread breakage and/or metal shell stretch. Thread breakage can sometimes involve removing the cylinder head for repair. Metal shell stretch changes the heat rating of the spark plug and can result in serious engine damage caused by pre-ignition. Do not use anti-seize or lubricant on NGK spark plugs. It is completely unnecessary and can be detrimental." 50,000+ is a lot of engines but literally millions of motorcycle engines are running without this compound recommendation. The only motorcycle heat compound recommendation I can find is for Canam, also a BRP company. I am all for best practise but is Rotaxs recommendations it ? Show me the data, please.

For clarification; almost all motorcycles today have watercooled heads and barrels including single cylinder dirt bikes.

Its not advice, simply what works on a range of motorcycles. Some manufacturers agree and others disagree, often on almost identical engine configurations. When a manufacturer says do it this way and later says do it another way I question the justification for both methods. I am a data based guy; tell me why. I know you cannot. I find it disappointing that Rotax will not.

Replacing plugs on motorcyces (40-50 sets replaced); I have never used a heat compound of any type I have never used an anti-seize compound I have never torqued a plug I have never stripped the thread on a head or plug I have never had a plug come lose or been unable to be removed. I have seen helicoils used in motorcycles including racing motorcycles running at high revs/temps. The plugs/heilcoils did not fail altho other engine components did (perhaps not a good test). While motorcyles rarely sit on constant revs for any period of time they frequently go above 5,800 rpm. I acknowledge motorcycles have a different use to more constant speed aero engines but I would like to understand the technical justification for Rotaxs requirements.

Sorry Scotty1 but that is marketing speak; same as 915 but more power at more cost. I believe the 916 has a stronger crankshaft and crankcases but Rotax seem reluctant to confirm technical details.

I would be surprised if you could find even a 50 year old Cessna 172 for under $250,000. You can fly a 172 on a RPL and basic 5 med. Both Casa registered and RAAus group G require LAME maintenance so no saving being group G.

A base model Foxbat similar to your specs is $190k (factory built). 912IS, EFIS and autopilot options are available for extra cost.

... and the runway 😁

Reason to install an EFIS ? Just change the units and save. 30 second, $0 job. 🙂

Note the G3X Touch isn't actually doing anything except acting as a control and display device for the remote ADS-B transponder (either a GTX45R, GTX335 or maybe a GTX345), all connected by the wonders of Canbus. I believe you can get the GTX335 and GTX345 with or without a WAAS GPS built-in.

https://www.australianflying.com.au/latest/federal-government-extends-and-expands-ads-b-rebate

As somebody else mentioned earlier you need a Garmin GPS20A (about $1600?) as well for your position source. Worldwide they will not accept the G3X inbuilt GPS. This has been the same since the G3X was introduced so should have been known to your avionics installer.

Can we just accept that distance from cloud and visibility are not as defined as they should be ? Visibility is generally acknowledged to be in the direction of travel. Arguing about this when we all (should) know what is meant is not meaningful.

Yes. With an RPL and endorsements. But this thread is 'RAAus access...' My comment about RAA management not actively pushing this stands.

I'm surprised that senior RAA managers are not pushing CTA access hard. It is not something that will get more members but RAA will definitely lose members if they do not pull their fingers out.

By the same token; are the orange stickers effective at all ? Yes, I know they turn grey but the first thing that goes in CO poisoning is your alertness and general awareness. Having something that automatically turns on and alerts thru the efis is high value IMO. And its 0.2% of the value of the plane. Is anybody using one and how reliable have you found it ?

Has anybody used a Aithre Shield EX 2.0 ? https://aithreaviation.com/products/aithre-shield-ex-2-0-analog-output-carbon-monoxide-detector

Probably the way to go. PS The why for Sydney people is WSI. Would not surprise me if 80% of Sydney RPCs want CTA. Do we really want to wait till the last minute in 2026 then get stuck in a 12? month backlog ? Basic 5 Med is easy and RPL is limited effort and if you have an RPL then you can buy a 4 seater. Over time this will lead to a drop off in RAA members. Does not seem to have been thought thru.

I would like to see 'management' get this in place no later than the end of 2024. While group G would have been a goer 2 years ago, with Basic 5 Med it is pretty much dead now. ie stop the group G work and put the effort into CTA endorsement doco.

Very little in the way of requirements have been floated. My best guess would be; all RAAus aircraft, a CTA endorsement and maybe a transponder. Talk is the Sydney basin becomes a sort of D+ but this is not defined.