PaulN

Hello Blueadventures. Myself and one other fly out of (YCMH) Camden Haven (15nm S of PMQ) along with several VH reg'd RVs. Mine is a CT2K and the other is a Storm. Check out Camden Haven Airfield, light aircraft grass strip, NSW mid north coast for details of the field. The web site for the Hastings District Flying Club is Hastings District Flying Club and Flying School | Port Macquarie Cheers, Paul

Thanks everyone for your input. Thanks to Russ I now have a nice Garmin Aera 500 with the most recent Pacific maps database mounted on my panel and pleased to report that it works admirably without the need for a remote antenna. Very happy. Paul

That's interesting Roscoe. So an external (mounted on top of panel) antenna is not necessary? In brief, how do you like the 500? Easy to operate? Clear to read in sunlight? Simple to key in routes? Can you operate it at home for familiarisation and keying in routes, etc? Any suggestions re best place/price to buy one? Paul

Thanks Ben87r. I'm hoping to find something that I can adapt to fit into the opening in my panel left by the Skymap. I note that both the Garmin 196 and 496 (with pretty colours), while providing good features, appears to include an antenna mounted on the rear which of course won't work so well if the unit is fitted into my panel and can't see the sky. I've also been looking at the Garmin aera 510 which is a good adaptable size but I'm trying to find out about satellite reception with this too if it's panel mounted. Paul

Hi there Ian. Yeah it's been a while, although I do frequently lurk around your site for interesting tidbits. I like the way you send through traffic reports each week, makes my lurking that much easier. Yes, the BK Skymap IIIC is out of the CT2K. Something cooked in it and I don't know anyone in Oz who is familiar with it enough to fault find and fix, and I'm not willing to send it back to the UK and face their unknown costs. I have shown it to an electronics tech at Port who has done other work for me but he says it's a specialist job. I'm hoping another unit may show up, or someone can point me to something that will replace it ... both in size and ease of use. How's Corrine and the kids (all grown up by now I'm sure). Life's beautiful here in Bonny Hills. If ever you're up this way we must catch up. I'm still very content with the CT, it's just so easy and safe to fly. And I never get tired of the scenery around YCMH. What about you, still getting up there? Paul

Greetings all. My GPS has passed away and I need to replace it. Does anyone have, or know anyone who has, a good condition working Bendix King Skymap IIIC GPS they would like to sell? Failing that, can anyone suggest a good replacement unit that will fit a hole in my panel 112h x 158w? I do have and use Ozrunways on my iPad, but I prefer to run the aircraft GPS as my primary (after maps ... just in case someone picks up on it) navigation system. Thanks, Paul

Hi Jon. YCMH is my home field. I hangar my CT2K there and fly regularly. Contact John before you come. The guys there will appreciate you asking first. It's a beautiful airfield with very scenic surrounds, but can be testing when the wind's up, we have large hills either side of the strip. If you fly in either early morning or late afternoon keep an eye out for wallabies on the strip. They're well trained and usually know to hop off into the adjacent bush at the last moment ... oh, and sea eagles and other large birds on the approach to 30 which suddenly drop when they spot you, usually away and below you. There is basic cabin accommodation available on site or camping by the river if you prefer. Let me know when you're coming and I'll keep an eye out for you. Paul

[Quote ... RAA coming along and saying Nope, we know better] Kasper ... the RA-Aus 12.7 doc addresses your concern by clearly including the disclaimer "... unless the manufacturer specifically excludes" the option of going 'on condition'. [Quote ... eg 1. The current Appendix A for 'on condition' 4 strokes requires you to record the leak down results on 'the maintenance release' ... this is not a document that exists for RAA aircraft ans shows that this part of the appendix was without care lifted from GA eg.2 the same appendix requires that "oil consumption shall be monitored in accordance with approved maintenance data" ... as we don't have a maintenance release to record this on its moot but where are we to get "approved maintenance data" from? eg3 The Tech manual has been in its current form for 8 years ... no Appendix B for 2strokes ... so guys couldn't find a GA text that set out how to manage a 2 stroke eh?] Kasper and Planesmaker ... As mentioned earlier, the new Tech Manual is due for release later this year, so while discussing stuff that we've been given a heads-up on that will be included, comments based on what has been before may not offer clarity for followers of this thread. The 12.7 doc does provide for two stroke engines and does provide a Tech Form 023 - Piston Engine Condition Report for the L1 or L2 to complete and sign off at each normal service interval (50hr, 100hr, annual). This is to be to be included as part of the aircraft's engine maintenance record (log book). Engine performance specs requiring testing and reporting are ambient air temp, location altitude, static MP, MP at t/o power, max RPM at t/o, fuel pressure at idle, fuel flow at idle, fuel pressure at t/o power, fuel flow at t/o power, oil pressure at idle, oil pressure at t/o power, oil temp at idle, oil temp at t/o power, oil consumption, cylinder compression and leak down and oil filter screen check for metal bits. This "on condition" doc stipulates some parameters that must be observed noting that any variation beyond said parameters or the obvious alarm of metal bits in the oil requires that the aircraft is not to be flown until corrective action is taken, which may include o/haul or replacement. Personally I'm inclined to add to this list for my engine CHT, EGT and gear box overload clutch data. Yes it is similar to GA world and yes, I think Darren's done a good job with this. Paul

Kasper, having only just now spoken with Bert Floods again, I've decided to go for the "on condition" option. They advise that it is not uncommon for a Rotax engine to give many hours of happy performance well beyond the TBO numbers, and quoted an example off the top of his head of one which is still running "on condition" at 5000+ hours. The RA-Aus Tech Manual 12.7 states that running "on condition" is allowed ... "unless the manufacturer specifically excludes it". I've been trying to make contact with Flight Design by emails, phone messages and SMS without any return over this past week So, I guess if I don't hear from the manufacturer they can be deemed as not having "specifically excluded" the option. I note from the 12.7 doc (cl 4 & 5) that the "on condition" is valid both for private use and for hire/training use, the only exceptions being that in private use the L1 owner may do the work but for hire/training it "must be conducted by a Part 66 licence holder who is also the holder of an RA-Aus L2". This doc also clearly states ... "On Condition is NOT AVAILABLE FOR LSA unless the manufacturer states otherwise". Paul

What about the crank shaft vs crank case question?

Hi Ian, Are you sure your Rotax is certified? Mine is ULS which is uncertified. Crank shaft or crank case? I've been corresponding with Gary at Bert Flood who keeps prattling on about the need to replace the crank case. He says that a full o/haul w/o new crank case will give me a reset to 12 years or 1500 hours, but include new crank case with the o/haul and get 15 years. Seems a bit odd to me ... keep the old crank case, do an o/haul and run another 12 years, that's 24 years with the old crank case or replace it and get just 15 years TB next O. I have to talk with him further for clarification. BTW, Techman at RA-Aus informs me that we have CASA approval to run our engines "on condition" now, if done iaw Section 12.7 of the new Tech Manual (due for release later in the year). I'll be exploring that thoroughly over the next few days. I know it only delays the inevitable but around $18k for an o/haul (plus crank case if I so elect) or $23k+ for a new replacement 912ULS might require a bit of saving for. Looking at those figures I think one would be bonkers to choose an o/haul rather than new engine (incl new everything ... gear box, slipper clutch, HD starter & relay, full ign system, rect/reg, Bing carbs, expansion tank, SS exhaust sockets, oil filter & tank, coolant pump, 2 CHT sensors, OP sensor and a tool kit ... and with 2000hrs or 15yrs TBO). Apparently comes without hydraulic hoses (oil, coolant and fuel), fittings and fuel pump so these would be another $1000. Also, if chosen, a new SS exhaust system is another almost $1000, plus if chosen new oil and coolant radiators at $750. I wonder if the tool kit is like you get with flat pack furniture, one allen key? Cheers, Paul

G'day Downunder. Not grounded but restricted to a legal limit of 450kg ... until those in authority get their acts together.

Thanks for the welcome Ian. Notice how my first option for advice/opinions was your forum ... says something, doesn't it. In the past couple of weeks I've had the pleasure of flying to Dubbo and Ballina for family visits and am in the process of thinking through the possibility of a round Oz trip soon. The CT is still going great and gives much pleasure, more than I can say for CASA's intervention with their new "letter-of-the-law" application of the Type Certificate data and the two years plus drawn out negotiations to have common sense see some light. For those not aware and perhaps vaguely interested, the story goes like this. My aircraft (CT2K) was imported from Flight Design (Germany) in 2003 by the newly appointed Australian Flight Design (FD) agent. Apparently the agent was aware that the CT2K carried with it a Type Certificate Data Sheet (TCDS) issued by the European CAA in June 2001. At the turn of the century aircraft designers were advancing in leaps and bounds with new technologies allowing them to design faster, stronger, lighter machines. However, at the time the CAA was not keeping pace with the industry and had not yet developed categories that accommodated the newer, faster, safer aircraft, but did provide a Microlight category with a restricted 450kg MTOW. Hence the CT2K, although designed, built and tested with a 600kg MTOW was categorized Microlight with the 450kg limit. Now, here in Oz the FD agent negotiated (all documented) with the then Tech Manager of the then AUF to see common sense and arrange to have the aircraft, which is designed for 600kg, registered for Australian air space at their then limit of 544kg. The Tech Manager liaised with CASA (also documented) who gave the nod for this to go ahead. Fast forward a couple of years to when I came along in December 2004 to buy from this agent our CT which was then registered and operating at 544kg. Thinking it irrelevant (I guess) no mention was made of the European TCDS, and of course, being green at the time I had no idea there would be such a thing ... all I could see was a delightful airplane that would admirably suit the needs for my wife and I to air tour this beautiful country of ours. So we confidently made the purchase and merrily set about touring as intended for the next 8 years. Fast forward again to 2012. A certain ex RA-Aus Ops Manager turned CASA agent (who we'll leave unnamed) decided to throw a cat among the pigeons and inflict unnecessary burdens on our aircraft owner community. I suppose he thought that an audit of the RA-Aus aircraft register would be a neat way to impress his CASA colleagues (my opinion only) and rule that any/all prior arrangements that were contra to the letter of aircraft TCs be revoked, that is, renege on previous agreements and force RA-Aus to impose stupid restrictions on aircraft like mine, "because that's what that piece of paper states". I say unnecessary above because (1) my CT has been flying safely in Oz airspace since 2003 at 544kg, (2) the manufacturer has provided written confirmation to RA-Aus and CASA that the aircraft is good for 600kg, (3) in the US the FAA happily provides Airworthiness Certificates for the same CT2K at 600kg and (4) anyone with reasonable logic and common sense will agree that the 2001 European Certificate is inadequate for the aircraft type and ought not apply to Australian conditions more than a decade later anyway. Fast forward again to 2015. Many months have passed and still nothing is resolved. Why, why, why does sorting something apparently so logical take our RA-Aus employees so long to clean up? Why, why, why do these CASA agents feel justified in their actions/attitudes? Here ends my rant ... now, back to topic. Thanks for the feed back people. Yes, it is interesting how many interpretations abound. Yes, I have read up on the "On Condition" data and written to our Tech Manager for clarification. Stand by people, there may soon be a pre-loved and well cared for 912ULS coming onto the market. If anyone's interested I'd be happy to hear your EOI. The best time to check our the engine will be while it's in the aircraft. I'm not decided yet, just putting out feelers. Cheers, Paul

Hi, My 912ULS is 13 y/o with 933 hours. Am I correct in understanding from the Rotax site that it has exceeded TBO? Also, who apart from Bert Flood can carry out this work? Thanks, Paul

G'day, The strobes on my plane have recently failed. The port/stbd position lights are still OK. Had the strobe generator unit checked for electronic failure but drew a blank with the tech who had difficulty fault finding w/out a circuit diag (not available apparently). I realise that position and strobe lights on a day VFR only aircraft are not all that important (daytime visibility issue) but it is a factory built aircraft and these lights are std equip so methinks I should make sure they're in good working order ... good airmanship (if not common sense) in my opinion. With LED technology and self-contained flasher circuitry now available, I'm wondering if anyone has opinions and/or suggestions for products that I should be considering to replace my now 10 year old lights. I'll be wanting wing tip green and red combined with white strobes along with a small strobe for the tail (about 40mm dia). I looked at and like Aveo but frightened by their pricing. What others should I be looking at? Where do I find these? Thank you in advance . Paul