Camel

Yes they are like a Limo especially with the expensive maintenance costs, I owned a C172 for 9 years, a beautiful plane and could only wish for more HP, the maintenance issues were becoming evident in 2008 when I sold it, but without any doubt a great plane, just maintenance cost was the problem.

It is a VOR frequency not NDB, some handheld radios such as Icom have the VOR freqencys, could be an easier option to carry a hand held with VOR.

http://www.northernstar.com.au/news/ultralight-plane-crash-on-broadwater-beach/2244237/

There are still others using VW aero engines, google VW aero engines, including in Qld http://www.vw-engines.com/contact.htm

Google shows website. http://www.amnet.net.au/~munks/AEmenu.htm

Actually the filter is before electric pump too but is very close to it ,the filter is between the header tank and electric pump. I still would change filter first no matter what.

My advice is change fuel filter. The mechanical pump has to suck fuel where the electric pump pushes fuel through filter. I have seen filters causing problems like this in cars that suck through filter. The Z15 filter is a paper element and I would change it very regular no mater whether it looks clean.

Quote, "On the pilot's actions on that day, I would place very little responsibility on him, but a lot on his trainers in terms of duty of care. Your comments relate to the prescriptive era where parliament passed regulations and if you complied with those regulations it was someone else's fault So for example a weights and measures man would come around to look at your cranes, and would give you a certificate of safety. Doesn't happen now, so Duty of Care rests with all those who are involved in making something happen, or approving something to happen. The Instructor has a duty of care only to sign off a pilot who meets the standards. The RAA has a duty of care not to provide wrongful advice CASA has a duty of care to ensure their instrument is operating safely The Minister has a duty of care to ensure his instrument is ensuring safe operation If you pass someone who meets the standard you have a defence against being blamed but it depends on what happens on the day." Turbo I don't fully agree with what you say above, yes we all have a duty of care, I'm sure no instructor wants their student to meet an accident. I'm saying if they meet the standard and the instructor is happy they are safe and ready to fly unassisted then he has shown his duty of care to make the pilot safe, when a student pilot is given a certificate he is told now go and learn to fly. After 150 hours I nearly met with a serious accident but my training saved me. At about 100 hours I also had a close call but a friend who knew my instructor commented on my recovery saying he taught you well, before that I probably was dangerous and not knowing it. An instructor can train you for the worst but the pilot has to apply it by decisions and perform. I have had 3 HGFA instructors, 3 AUF, 5 GA and for AFR. So which one shall I blame for not being perfect.

The RAA members, management and board need to stick together, they did it in the past. An ex CASA man was at RAA and was useless in my opinion yet he was treated like royalty being ex CASA. Some hard working dedicated RAA people have been defamed by political BS and weak glory seekers. Not many GA flying schools left, GA has been very expensive and now people join RAA as a affordable option, CASA want to make RAA answer more to Casa so they can justify their job, sitting around drinking coffee trying to make life hard for those who seek enjoyment. Hanging around Natfly letting everyone know who is in charge ! If you knew all the facts, you would be thoughly ashamed of CASA and the ATSB, also RAA has not done all it could have done in fact I was surprised how it was handled. We are not being sacrificed as much as we are getting shafted, we need to unite and make Casa accountable for their actions. The ATSB needs to explain WHY it investigated the Old Bar accident, they SERIOUSLY lacked knowledge on how the RAA operated and know that the Ferris wheel did not need to be where it was and know that it was a danger ! They know that the pilot was a GA pilot and doing a RAA conversion and was basically required to do at least five hours and did way over this, he could have done a GA AFR and this would have had no case to blame his training. To be honest most GA pilots who convert to RAA have some very bad habits i.e flare to high, land three point and land sideways or crabbed besides using the pedals as foot rests, unaware of Adverse Yaw. CASA employ ex RAA people to be familiar with how it operates ! I also wonder how many instructors want to do GA conversions now ? I seriously think this is a serious problem ! it is better to teach someone from scratch than change someone's habits of many years ? The old Bar accident blaming his training is an ATTACK on RAA ! Read the ops manual on GA conversions and see for yourself ! http://www.raa.asn.au/wp-content/uploads/2012/02/Section-2.13-Conversion-of-General-Aviation-or-Glider-Pilots.pdf If you pass someone who meets the standard and has an accident you are blamed ! Give me an example of a similar case, does a school teacher get blamed for his student turning to crime ? for failing future exams ? Driving instructors students meeting an accident ? I know an instructor now deceased who explained how a student he would not pass, got passed by another and was fighting a court case against the widow because he was killed by his own carelessness. When people learn to fly they take on a dangerous sport, they are taught what is dangerous and still flirt with danger and disregard or forget rules ! Is this the instructors problem ? All sports aviation bodies need to stick together ! All it's members need to unite !

Just some very important points that all should take note of, the pilot was a GA pilot with a restricted licence, he had not flown for many years, he did a RAA conversion. I witnessed the crash and know all connected with this accident, the plane was in no way part of the cause except if it had more power it could have climbed better, the FTF existed, his instructor was good as I was taught by him a long time ago ! How many driving instructors have been blamed for P plate accidents, let alone someone previously licensed, the ALA guide lines don't allow for Ferris wheels to be put at the end of a runway "ALA requirements". http://www.casa.gov.au/wcmswr/_assets/main/download/caaps/ops/92_1.pdf. I believe political BS have pushed this investigation. It should not be blamed on his training especially having held a GA licence, anyone can make mistakes, hands up who has not made a mistake !

Casa would not recruit so many ex RAA staff unless they had an agenda, when I spoke with a GA instructor the other day he was bragging how Casa is going to sort RAA out. We need to get them off our back and show we are responsible and carefull without them interfering or we will be sunk like GA and they will take over.

Here is an email from a time waster. Thanks for getting back and providing more info.. I am highly interested in it and will be offering you $72.700. Am presently at work offshore, as a petroleum project engineer, and am buying it for my holiday as I will be coming home soon from our rig. I will not be able to come for the inspection due to the nature of my job, but on the other hand, I would like us to get something clear, which is" the plane belongs to you and I believe I can trust your judgement on this sale. All I want is something perfect for my holiday. I will be paying you via PayPal account, as it is the fastest & easiest way for me to make payment at this moment. do get back to me with your PayPal email account and name for me to proceed with payment. Also, I will need your address after I might have make payment for pickup to be arranged. Please send more pictures if available. M. Longworth On Mon, Apr 14, 2014 at 5:07 wrote: Hi The plane is in excellent condition, the price is $72,000 firm. Do you want to see photos or more info or is that enough. Regards Sent from my iPad > On 14 Apr 2014, at 8:34 am, Mark Longworth < [email protected] > wrote: > > Whats the condition and firm price for your plane?

The ladies might want to call it the Box Office.

RAA use to give exemptions but that stopped years ago, 19 can not fly over built up areas or use controlled airspace unless it has an exemption which they do not issue anymore.

The only problem with 19 reg for me is, No flying over built up areas and no controlled airspace, I have a PPL and for me it would be better to build and reg GA experimental and that would not eliminate built up or control and could allow NVFR as well, not that I want to fly at night but allows early start or late finish, my thoughts anyhow but I don't know if I have the time and patience to build a plane. If I did build I would like an amphibian.

It is very funny, because it is true what you say and Casa is making things dangerous instead of considering safety. The name says it all " Civil Aviation Safety Authority " , authority on what ?

I have been using medium for over 15 years and think it is essential if fuelling using jerry cans.

I have seen this fitted to a C172 and believe it was supplied by Cessna as an approved mod,

Yes, very impressive, there is a price list on their website for kit plane parts and the Super Sport SLSA is US $95,995 base price. For a STOL type it has good cruise speed. Definitely a plane worth considering but need to add a few pennies for freight and convert to AU $ .

I am a believer in shock cooling doing damage to engines and was amazed to see the myth factor From Wikipedia http://en.wikipedia.org/wiki/Shock_cooling_(engines). Shock cooling (engines) From Wikipedia, the free encyclopedia Shock cooling refers to the theory that damage to engines (particularly air-cooled aviation piston engines) may occur because of an excessively rapid decrease in temperature. The situation where rapid cooling arises is on descent from altitude. In this condition, less power is demanded of the engine (it is throttled back) so it is developing much less heat. In a descent, the plane's airspeed increases, simultaneously increasing the cooling rate of the engine. As metals expand and contract under temperature changes, dimensional changes in the engine may exceed tolerance limits. Contents [hi Manifestation[edit] Damage from shock cooling is most commonly believed to manifest itself as stuck valves[1] and cracked cylinders. Analysis[edit] While the subject is controversial and hotly debated, some believe shock cooling, as commonly explained, is nothing but a myth. This position is supported by the fact twin engine planes commonly experience ideal conditions for shock cooling during simulated, single engine failures, yet statistically show no difference in wear or damage distribution between engines. Equally, it has been pointed out the rate cylinder head temperatures drop off after a normal engine shutdown is often much faster than the usual rates deemed to present a shock cooling risk. Furthermore, others believe[citation needed] damage usually associated with shock cooling is actually caused by rapid throttle changes where fuel, which has been supercooled during high altitude flight, is introduced into a very hot engine cylinder during descent, where rich of peak (as opposed to lean of peak[2]) operation is considered the norm, thus causing higher operating temperatures. It is well established[citation needed], high operating temperatures in of themselves, can contribute to excessive component wear and damage, which is typically associated with "shock cooling". Given the available data, it strongly suggests "shock cooling" is nothing but a myth, at least in the context as commonly explained. Nonetheless, the topic will remain highly controversial and surely continue to be hotly debated well into the future. Kas Thomas,[3] a respected aviation engine expert and author believes, "shock-cooling is not a major contributor to cylinder head cracking". Detection And Prevention[edit] A single cylinder head temperature (CHT) sensor, or in more sophisticated installations, an array of sensors, one for each cylinder, may be employed to monitor the temperature and cooling rate of the engine. Usually a simple analog gauge or a more advanced graphical bar-graph display[4](see external links below for an image) is used to present information to pilots. Spoilers on the wings or thrust reversal may also be deployed to lose lift without having to reduce engine power substantially, slowing the rate of engine cooling.

Interesting article for CHT. http://www.challengers101.com/CHT_Sensor.html. http://mooneyspace.com/topic/5633-pirep-newer-jpi-cht-piggyback-sensor/. Or this, http://www.scootercentral.net/forums/viewtopic.php?f=14&t=17729 How do you know your getting the right information ? If you fly right, you should be fine with just routine T & P checks ! Multiple CHT and EGT are good but are they accurate ? I would be more interested in knowing temp of oil. Why not monitor oil temp at different points too ? Camit engine has an inhibiting system too ! Camit are thinking right and they are on a winner I believe !

Mistaken about what ? Having and Watching all the gauges ? Whether it is a Jabiru, lycoming , continental or Camit and is air cooled you are going to have something to worry about if you want to sit and watch instrument instead of flying in a manner that does not cause overheating. Fly the plane right and you will have less to worry about. Also when I descend I use as much power as I can to keep engine warm. You guys definitely are good at watching the numbers, are you flying the plane right ? The Camit engine has made changes, I believe the heads are a better material to withstand heat and bigger bases on barrells so they don't break away. Have they made changes to run cooler or be stronger because all engines will break if not run in a way to receive sufficient cooling, I fly with the intention to keep my engine at the right temp ! What do you do, fly watching your gauges ?. So what do you do when you see a hot pot ? Did you know shock cooling is the big killer for any engine ? What exactly does watching all the gauges achieve and how do you remedy it ? Like I said it should not have reason to be hot or do you want to trash it and push it to the limit ? Now tell me exactly what you do when you see all this information on your multiple EGTs and CHTs ? Do you have mixture adjustment ? Do you have cowl flaps ? Do you have something other than the plane in flight ? Why did you let it get hot in the first place ?

The instructor is definitely the PIC during a BFR and any training. In Command Under Supervision (ICUS) means the flight time a co-pilot may log when performing the duties and functions of a pilot in command under the supervision of a pilot in command authorised by the operator of the aircraft for that purpose. Note: Conditions required for ICUS to be credited are listed in CAR 5.40. Dual Flying means flying in an aircraft fitted with fully functioning dual controls for the purpose of receiving flying training from a person who is authorised by the Regulations to give training. Pilot in Command (PIC) means the pilot responsible for the operation and safety of the aircraft during flight time. Note: CAR 224 requires that for each flight the operator shall designate one pilot to act as pilot in command..

Your opinion ! How much variation in temps on cylinder heads and exhaust occur ? Which is the hottest pot ? I do not have individual sensors and always runs cool because I don't give it a reason to run hot, cruise climb, level off every 500ft to cool, climb out never below 80knts usual 90knts ! I have observed many that ignor engine management and agree that carefully monitoring and operating is important but individual cylinder monitoring is good but no way essential ! Good engine management and maintenance is the key to long engine life. Knowing my aircraft I would happily fly with no cht or egt and don't think that is being too reckless.