Downunder

Second hand Foxbat.....

Some training facilities put them up for sale at X hours and buy new again.

If they know there is a buyer waiting for an aircraft you may get a good deal.....

"the PC 680,which is OK for Rotax or Jabiru. They do not like trickle charging"

 

Interested in more on this, I had a ~ 5 year old PC680 fail after I started regularly leaving on Ctek charger  - supposed to be Ok for maintenance on AGM

 

I'm unsure about this, however I generally give it a charge after a flight to get it back to 14.7 then turn it off and give it another top up before the next flight.

My main concern is stories of aircraft mysteriously catching fire while left unattended under trickle charge....

I also use a ctek.

I did read somewhere (ctek or odyssey) that a minimum of a 6amp charger should be used with agm batteries.

Mine is a 5 amp and consider it probably ok with these smaller agm's.

My model is "pre agm setting" so use the snowflake/cold setting, which is specified for agm's.

Were you trickle charging on the agm setting or just standard lead-acid?

As the Rotax engine oil also lubricates the gearbox (gears, bearings and clutches) you probably save money on repairs long term by replacing oil at 50 hrs.

And in my opinion it REALLY looks like it needs replacing then.

Rotax only need to get it to 2000 hrs to complete their end of the purchase and 100hr oil changes may get it there.

However, I'm hoping for FAR MORE than 2000 out of mine so I'll keep up the 50 or less oil change intervals.

Oil filter is done at 100......

The thumbnail from the second vid was enough for me...... couldn't bring myself to watch the vid to be honest....

. Maybe time to get another tablet (prob go Samsung this time - I am not really an Apple fan).

 

I'm also not an apple fan and use Ozrunways on android.

Be aware that the android version is considered the "lite" version and has less functionality than apple.

However the simplicity suits me fine at day vfr only.

Ozrunways 30 day trial.    https://ozrunways.com/    Have a play!

Free NAIPS account  https://www.airservicesaustralia.com/naips/Account/Register

Not just this aircraft, but check all manufacturer service bulletins/updates have been completed on airframe and engine.

There maybe "optional" updates also.

Best get the list from mfg yourself and then refer them to the log books.

BA now charge for checked in luggage

 

To me, full service airlines are becoming more and more like budget airlines in service but not price.

I hadn't flown Qantas for 10 yrs or so, but an employer flew me around Australia to various places recently.

About 7 or 8 flights in a month.

I was pretty shocked at the level of service and food quality. Not to mention the poor leg room and uncomfortable seating.

The aircraft (mainly 737's) seemed quite old and run down too.

The only redeeming features were a large baggage allowance and the safety reputation.....and the fact I wasn't paying.

Having completed those flights, I'm not sure I would pay the asking price myself.......

Edit. Perhaps Qantas take more pride in their international flights and reputation?

https://issuu.com/raaus/docs/sportpilot_july19_final_web

Phitsanulok airport.

 

Interesting airport on google earth.

Is that your DC3 turboprop entering 14? Thai airforce.... used for fire bombing it seems.  They have seven of them. Others parked up.

https://www.dreamstime.com/phitsanulok-province-thailand-january-thai-royal-air-force-open-base-military-airport-children-day-fly-bt-show-mission-image136782867

Directly west from 14 threshhold could be your Nomad.....above the basketball court.....

Further west.....a heap of choppers.....

Is that a f105 on a pole NW from 14 threshold? Fuse looks a bit short?

edit. Thanks to street view, It looks like a T33 Shooting star.....

How much did your Odyessy cost ??

 

What does it weigh ??

 

What is its performance?

 

My SSB cost $140 (in 2013) and weighs 6.6 kg. Delivers CCA 385 & 19 AMP Hours.

 

PC 625     

https://www.odysseybatteries.com/pc625.htm

Selected at the time for being a reputable brand, similar weight(for aircraft balance), similar physical specs (to fit the mount)to my previous batt, but much greater performance.

Spins the 912 uls at 400 rpm cold.... mags off...with minimal voltage drop.

I no doubt paid more than you.

I think it is an important factor for their life expectancy to charge with a mains charger after flight as they(AGM) like to be charged tp 14.7 volts and the aircraft charging systems never get it there.

I now keep an eye on it with a "load test" every now and then. Can't compare to new as I didn't test it back then....

I've seen quite a few Rotax aircraft with PC 310's but I consider them a bit small....and they don't seem to last that long....

I know of a few that had to be replaced prematurely. ...

Not by me thats for sure when on a Rotax

 

I would have to agree.

I'll take the extra 5 odd kilos for an AGM over one of these at the moment.

I really don't think the Rotax regulator is up to it.

My ODYESSEY is still running strong after close to 7 yrs.

Perhaps at 10 yrs I'll look at how they are going if my battery needs replacement.

My experience and testing on  Rotax high wing. 2 wing tanks. One isolation valve per tank. No electric pump.

If running one tank dry, fuel will NOT pick up and flow after opening the full fuel tank. Only after closing the empty tank.

The engine pump will prefer to suck air than pick up fuel so the empty tank needs to be immediately closed.

There was a crash of a Flight Design in the UK where one tank emptied (the other had fuel) but because they only have one isolation valve after the tanks joined it was impossible to shut off the empty tank. The engine could not be restarted and it crashed.

Yes, I can provide an example. 

Every engine, every airframe, everyday, bolts do not randomly come undone.....

I was just reading about him last night.

I'm surprised he lasted this long.....

https://www.9news.com.au/world/boeing-ceo-dennis-muilenburg-fired-737-max-crisis/fcf6d4f5-4ead-4db4-8e7a-043cf2079800

 In keeping Muilenburg in the job as long as Boeing has, the company was ignoring elements of the classic crisis communications playbook used by other companies, said Paul Argenti, a professor at Dartmouth's Tuck School of Business.

"You want to bring somebody from the outside to bring fresh perspective to 'save the day,'" Argenti said. "He should have been gone a long time ago. He is part of the problem."

https://www.recreationalflying.com/forums/topic/70400-cessna-210-crash-moruya-airport-19-december-2019/

that if it had a crew on board, they could have taken over and corrrected the Starliner's course.

 

That idea didn't seem to work on the 737max...... the irony... 

Old mates farm?  ?

Ian wants to know why membership here is dwindling

 

Perhaps it is dwindling because some forum members actively try to stifle, censor and bully other members from expressing their opinions and beliefs?

Responses are heavily controlled to a narrow pro RAA range of answers.

The assumptions they make about what the members think are quite bizarre.....

I see the SPOT gps tracking company now have the SPOT X available in Australia. 

So basic two way satellite comms (text) are now available.

Anyone got one or tried it?

https://www.pivotel.com.au/spotx/

Checkout the Rotax engine manuals. Various loctite grades used.

https://www.flyrotax.com/services/technical-documentation.html

Just an engine failure from 16 000 feet should have been exactly the opposite. Absurdly easy to make the runway....

Ok, I see.

To me, I wouldn't generally want to see lower than 90 oil temp in regular/fast cruise but your overall oil temps are good. (Ideal temps 90 to 100) 100 to 110 in climb not a problem at all.

I think your cht temps are too hot really....

I think they should be equal to or lower than the oil...

https://aviation-safety.net/wikibase/type/NG5

https://aviation-safety.net/wikibase/type/CRUZ