Downunder

Spare parts?

5-V redrive system description

Nope....the only thing they mention is a common spark plug for all Rotax engines.The twin electrode is irrelevant, they have switched from a 14mm plug to a 12mm plug

They are fitted to new 912 series engines but are interchangeable with the NGK's I believe.

$22 USD !!...ROTAX SPARK PLUG 297-656 from California Power Systems

I see it as a pure money grab.

They have said there is nothing wrong with the NGK's.... so I see no point in paying 5 or 6 times as much for no difference in reliability or performance.

If anything, those running avgas, would see these plugs fouling faster in my opinion...

It's even worse for 2 stroke owners as they change plugs more often.

And it (was) lucky NGK BR8** plugs are very cheap...

Just another spare parts rip-off that Rotax inflict on their customers....

I'll throw this in amongst the "budget" options.

If you want to buy for long term ownership, there is nothing wrong with buying new aswell.

If you can get a loan at a good interest rate, it may be an option.

Atleast your immediately flying, have the prestige of a new aircraft and not dealing with previous owners "issues".

In the long term, it can be a very viable and cost effective ownership model I believe.

Works for me

In the process myself at the moment. Security ID charging $223 but you need to find a "authorising agent".If you know a club or someone who can do this, great, but auspost charge $44 if you can't...

Procedure was, apply to security id and scan and upload docs. Pay security id upon submission.

They check it then send email with a scan box thing.

Take mobile device with email to PO, they then scan that and check, photo copy docs.

All done. Wait for asic to arrive.

So many airport are now "security" airports. I went to one recently which had on the GA gate "no asic, no entry".(about 1000m from the rpt terminal)

No doubt from the council/owner. I'm unsure how enforcable this is. They do own the airport and see themselves as having the right to determine security requirements.

Increasing CTAF distance from 10-20nm while not a perfect solution I think that in itself will help reduce some of the congestion. For example in our local area there are a couple of strips that we have used where we will now be able to use our ctaf rather than area (or 126.7)However I don't really like the idea of taking more sky away from those not equipped with a radio around cert strips, I guess it would be too complicated to amend rules so that radio was only required in the inner 10nm of those strips?

Something fast "inbound on descent" can be in the circuit frighteningly quick....

Maybe more CTAF freqs would be the answer for heavy traffic areas rather then pushing unnecessary traffic onto area.

They are aware the CTAF expansion (distance and altitude) won't be perfect in all circumstances and will deal with problems as they arise.

Anyone seeing a conflict or potential conflict/problem should contact their state rep I guess.

Aviation Safety Advisors (ASA) | Civil Aviation Safety Authority

Maybe the earlier, the better....

Lucky a crate never got "hung up". Might have been interesting then....

Only certified, registered and military aerodromes need a radio, not every CTAF. As far as I know if you don't need to now you won't need one when this is in.

This part was chilling, how quickly it came up...

Based on the cloud top temperature, the top of the cell was around 6,000–7,000 ft at 1300, 9,000 ft at 1320, 13,000–14,000 ft at 1330, and around 14,000 ft at 1340.

The developing cumulus clouds may have produced strong updrafts or downdrafts.

Maybe not what you want to know but!... I`ve been asked this question many times, over the years and my answer is still the same today...Workout exactly what you want to do and what you want from the aircraft then go and find the aircraft that will do it.Regardless of any information give here, if you don`t know or are not sure of what you want from the aircraft, how can you decide which one is best for you?Frank.

All this is irrelevant if the aircraft won't fill the need it was purchased for.......

Do you want to be a morning/afternoon CTAF flyer, doing a few circuits and a short local a couple of days a week?

Do you want to go on extended holidays across Australia?

Very different requirements.

Think of MTOW, endurance, on strip/off strip capability, speed.....

All ctaf's require radio?

An expansion from 10 to 20 miles means those previously flying without one, outside the 10 mile limit, may now need to purchase and use one.....

We now have some information, very sad indeed.Investigation: AO-2017-102 - In-flight breakup involving Cessna 210, VH-HWY, 22 km E of Darwin Airport, Northern Territory, on 23 October 2017

Really, it should be the various aviation bodies pushing back on this...... but I guess it maybe the case of biting the hand that feeds them.

Easier just swept under the carpet and ignored.....

Rotax introduced a new crankcase in 2006. Most after that date, are, or can be cheaply configured to 2000 hr tbo. (Cheap, in relation to getting an extra 500 hrs)

It is generally considered cost prohibitive to purchase and fit a new crankcase on those with the old case. These are limited to 1500 hrs.

I think the very early 912's are 1200 hrs.

Having said all that, if my engine was running fine at tbo, I would have no problem continuing to use it for private use.

Aviation Aeroshell Oil Sport plus 4. Rotax 912 914. 3 Litres

Aviation Aeroshell Oil Sport plus 4. Rotax 912 914. 3 Litres Aircraft Microlight | eBay

Rotax 912 S ULS 100HP Service Kit.

Rotax 912 S ULS 100HP Service Kit. Plugs Oil & Filter Ultralight Aircraft Trike | eBay

In the process myself at the moment. Security ID charging $223 but you need to find a "authorising agent".

If you know a club or someone who can do this, great, but auspost charge $44 if you can't.

I found the requirement for a birth cert and a passport weird....

Gents...How long is considered long enough in your opinion that a Rotax 912 is left untouched to need to be concerned?.. is 12 months for example long enough to require more than just an oil change and good inspection (..particularly of rubber & hoses)?

I don't think 12 months is a grossly long time for a 912.

"Rubber & hoses".... depends on ultimately how old they are...but a feel and look to be sure.

Drop carb bowl & inspect fuel and residue, if any. Maybe remove plugs and turn over engine to purge old fuel through with bowls off. (Definitely replace fuel)

You should also get oil pressure on turn over too.

100 hr service would be due anyway....

Interesting little plane.....

Rotax have pretty much priced a new engine close to the price of a rebuild (parts/labour) so the general view is, it is not worth rebuilding.

Personally, I'd Just do a 5yr rubber replacement, 100/200 hr service and take it from there.....

Oil filter inspection, leak down comp test.... Barrels are nikasil lined aluminium so don't rust.

Be wary of dropping too much "coin" into it as opposed to a new or another second hand engine.

If you wanted to play it on the absolute safe side, buy a new engine and flog it as is.....

I hope you got it for a very low price. I've seen some 912 XT's almost go for the price of the engine alone...

The styrofoam they use in model aircraft these days is very strong too. (Crash resistant)

You might want to chase up what exactly that is too.....

What about something like this..... StyroMAX

Looking at your molded hoses with double elbows, if you've fitted them like that I've probably got a few more joins overall.

Having said that, this was the original configuration. The molded elbows saved me a couple of metal joining elbows in places and in other places I've had to add a join or two to the silicon hose.

As you'll appreciate, FWF's are different. Engine mounts, cowls, radiator locations, so the hose set up won't be a "one size fits all".

Hope the modernisation is now complete - it’s taken $200k out of the bank each of the last two years and at the current rate of loss in a couple of years we will have an empty bank but nice software platforms.

Oh, the irony.......

I've seen first hand computer consultants worm their way into a business and make themselves indispensable. Like a cancer, destroying it from the inside. Focused on lining their own pockets.

Hope that is not happening here....

Weight.... doesn't seem heavy at all. If it is we're talking a few grams.

Strength. Has reinforcing imbedded in it so is quite strong and ridgid.

I purchased pre-molded elbows at various angles as bending straight sections too far caused a "kink", as an indication of how ridgid it is.

Can't recall prices but as I'm known as a "peny pincher" can't of been too expensive.

Done about 20 hrs since. All seems fine. Hose clamps not needing too much extra tension after rechecking.

I used silicon hose for the bends and rotax 17mm hose for the straight sections under the heads.

16mm/25mm silicon fits perfectly.

I'm sort of thinking they should have had the engine off and feathered.....

Overshoot and..... chop chop chop......