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blueline

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  • Location
    Ballarat
  • Country
    Australia

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  1. I don't often post on here but ..... our J160 is now on its 2nd engine. First one made it to 2,000 hours (with the 1,000 hour top overhaul). The current engine is just coming up on 1,000 hours and is running perfectly. Haven't had any problems beyond regular maintenance items.
  2. motzartmerv you said yourself "I dont know how much "worse" it could get? ". I agree with your earlier comment - not the one you have just made. Certainly nothing I have submitted seems to have made any difference! Again I just hope that this proposal is dropped!
  3. PS What the hell was the consultation about? did they even read what was submitted?
  4. No restrictions apply yet. If it does go ahead: 1. After 4,700 hours of operating Jabiru Aircraft without an engine failure my RAAus business will close. 2. People in my area will start flying imported aircraft with imported engines. 3. Safety will be damaged (based American research the safest LSA is the Jabiru - by along way!). Lets hope CASA do not implement there proposal!
  5. CASA student licence no longer reguired. Now you just need an ARN and a medical to go solo.
  6. Shock cooling doesn't seem to have much effect on engine life in the Lycoming 360 used in Seminoles I was cross hiring one that had 2800 hours on one engine (never had a top overhaul), and looked at another one to buy that had one engine at 2400 hrs and it had never been touched (according to the log books). Certainly not going to hurt making progressive temperature changes but it seems that the big killer of aircraft engines is high temperatures and rust!
  7. Twins on one engine? rule of thumb is 80% loss of performance due to increasing drag and reducing thrust (great heap of issues going on that can keep a bored instructor talking for hours!). Having said that they do climb a lot better than a single engine aircraft after an engine failure!
  8. I got a quote for an STEC 50 auto pilot into a 172N - $15 to $20,000. However I found that fitting a Dynon D10 efis and autopilot was only $13,000. Included in this cost was about $1,100 for an engineering order to fit non-STC modification to a certified aircraft. Not only was it cheaper but I get a second A/H, altimeter, airspeed, DG, etc etc - vastly safer for IFR/night stuff! Not sure if you can do this in Brazil but I think it would be well worth looking at.
  9. blueline

    160 or 170 jab

    J160. I had been using 98 Shell but recently changed to 95 octane Caltex after reading of the issues some others have been having with Shell fuel. Personally I have never had any issues with Shell but changing fuels was easy. What is not easy is lumping all those Jerry cans around....
  10. blueline

    160 or 170 jab

    Another vote for mogas from me. Nearly 1800 hours of mostly mogas with only scheduled maintenance. Never had fuel leaks
  11. For those considering VET fee help courses please consider the costs involved. VET fee help is not a free service - it just delays the repayment of a cost. And sometimes the providers of these courses inflate the cost - for example charging $25,000 for a VET fee multi engine instrument rating course where as I charge $14,000. Same rating..
  12. LOL! I use to work at a school that called the student records "hate sheets"! Might have been your dad that started that !
  13. Simple process and well explained above! I would add that the longer you leave it the more you start to forget things like Precautionary Search and landing, Forced landings etc etc. It maybe that someone who has just finished an RAAus pilot certificate and nav endorsement has an easier time converting than someone who has 500 hours of experience. Not always but just a thought...
  14. Thanks for the welcome! - the idea of a site without the negative vibe sounds great! Amazingly the 1600 Jabiru I was flying did not stop running while I was flying it (I must be one of the few!). For a trainer having very little power has some big advantages - you really need to nail that best rate of climb speed to get any climb. Climb with just the right amount of right rudder or dont climb at all! For the last few years I was CFI at a school using new 180hp Cessna 172s. These had so much performance that they would climb at any speed between 100 knots and 45 knots. Rudder was just used to stop the instructor complaining! I did have moments considering reducing throttle to about 2100RPM and telling them to make it climb! Looking forward to hearing more from everyone. Cheers!
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