pluessy

There are some hangars in Atherton that might have space, I have my plane in one of the big hangars. Don't know about Herberton, there are quite a few hangars but I have no contacts. Some of the members of the Atherton Aero Club might be able to help (put up an ad here: https://www.athertonaeroclub.org/classifieds).

There are a few trikes parked in a hangar in Atherton, there was also a trike school but can't find any info now. Your nearest airstrip is Herberton (YHTN), 1/2 way between Herberton and Wondecla, Tablelands Regional Council owned (https://www.trc.qld.gov.au/services-and-facilities/aerodromes/herberton-aerodrome/).

A landing strip where you land, turn the aircraft around and take off in the direction you came from. Many one way strips have rising ground or other obstacles at one end that can make it impossible to complete a go-around. Look at the topographie of the "Finch Hatton strip", mountain on the S side that you will not outclimb.

Check your metering needle and seat for wear, they need replacing after a while. Worn needle & seat are causing richer mixture in the part-load range. On aircraft, you will find a worn spot where the piston/needle sit at cruise power. The needle should be a smooth "taper" all the way and the seat a round hole (worn seats are oval).

I think you got the wrong company, no regulators in their offering?

I have a PDF copy if you are interested?

My plane got hit by a hailstorn in Narrabri, parked outside. The damage was on top and down one side (strong wind), so make sure you have the sides covered as well or enough distance to the edge.

With P92, trim for about 55kts on final and use the throttle to control the descent. The when you come close to the threshold, very gently pull back to reduce the sink rate and just let her settle down. I usually pull a little bit more back just before the wheels get on the ground and pull the power at the same time. The keep pulling back to keep the nose wheel just off the ground till that settles as well. Trimming for the correct speed takes one variable out. 304 landings and only one bent gear leg🙂 (2 up, spot landing comp👎)

If you make your own tester eg the cheapy or a modifed version, then the OEM specs are meaningless! As already pointed out, the leak-down test is overrated. Do a dynamic compression test and track that. Quicker, simpler and more accurate representation of the internal condition.

IF you want to make one that meets the FAA spec (AC43.13 1B), then you need to make the orifice to spec and insert it. Filling the hole with epoxy and drilling 1mm will give you something close, but not as per spec (the OP requested 1mm orifice, so I take that as "FAA spec"). Because the FAA did give that spec, it is the standard in the aviation engine industry. The 2 major engine manufacturers (and Rotax) refer to that:

This is the compression tester, not leak-down

same as the one I have. Remove the regulator, drill out the hole, make a suitable orifice (0.040" dia x 1/4" long) and insert to meet the FAA spec. The existing 1.5mm hole will give you good results, though🙂

Just checked my automotive leak down tester (similar to the Toledo/ToolPro), it has a 1.5mm drilling in the body. To make it relevant to the aviation test, I would need to drill that out and put in a 1mm bush/jet. Also read this: https://www.aopa.org/news-and-media/all-news/2023/july/pilot/savvy-maintenance-unbelievable-compression

Use a common automotive compression tester (dynamic). Leak-down tests might have been the "standard" in the industry for 100 years but the dynamic compression test is more accurate (less low end results) and should be used as the primary test. Leak-down is useful to determine the location of the leak, but then you don't need the tester set-up, just the spark plug adaptor (old spark plug), solder a hose barb fitting on, add a short section of hose and an air line fitting (male). Then plug it in to your air supply through a pressure regulator. The Toledo (and ToolPro) brands doesn't specify the orifice size. They are more than likely around the 1mm mark. If you need it, I can see if I can measure mine. They are available from Supercheap & Repco, most likely also from Bursons etc. 392419.pdf

I find the regulations/recommendations very confusing. In the VFR-world below 10,000', there should be ONE Frequecy in use, CTAF. Yet we are supposed to use area above 5,000', which means you are missing out on the traffic info below 5,000'. Area is also full of the jet-jockeys and ATC who talk at the speed of sound and none of their transmissions have anything to do with the VFR traffic below 10,000'. If CASA/Air Services would be serious about safety, there would be only one frequency in every airspace, eg CTAF from surface to 5,000' and an area frequency from 5,000' to 10,000' where ATC can be contacted, then anything above 10,000' on the normal area frequency. That would remove the irrelevant chit-chat and pilots would actually listen to the area frequency below 10,000'. There have been quite a number of occurences due to planes being on the different frequencies in the VFR space, a few with fatal consequences.