Camel

The failing valves and guides is associated with rocker gear due to the side angles valves are pushed.

I lived in the snowies from 76 to 04 and flew around the mountains myself and with others over that period, had a trike in the mountains then a 172. There are a lot of tricks to learn flying around the mountains. Have flown in wild conditions, cold, hot, altitude, wind, snow and the one that is always a surprise, windshear. I was approaching to land in light gusty conditions and had wind shear and the thing fell out of the sky, nose down and lots of power with my passenger screaming, recovered close to the ground as expected but was terrifying and as I say tricks always steep approaches in mountainous areas, a flat approach would have been uncontrollable. I have also been hit by a serious Willi Willi on take off and struggled to hang on, I would thoroughly recommend flying around the mountains with an experienced pilot or instructor, you will learn a lot, I would suggest talking to Mike Apps at Polo Flat or Jindabyne Aero Club as there is an Raa instructor there as well. If you want a very savvy old retired mountain pilot GA instuctor who lives in the mountains who has also worked in New Guinea mountains flying who was my instructor PM me for his name and contact.

Had fuel smell for quite a while, could not see any leaks, last week fuel all down the side of plane. Removed wing re sealed tank replaced fuel lines , under header tank is fuel stain and wondering what to do with it. The J230 was sitting for a couple of weeks so I believe that to have caused the leak. I use 98 shell and Avgas depends where I am. Undecided what to use but need to fill up tommorow and thinking 95 but which is the best brand ?

Ha Ha Nev, Like the frog, redit . Be nice to see Jabiru let Camit use this engine in Jabiru LSA aircraft or at least Jabiru implement Camit mods in their engines. It's about time to think that the reliability has been improved.

Oscar, everything you write is valid, appreciated and informative. If one could replace a Jab engine with a Camit engine And keep the plane in the factory built LSA catorgory I'm sure most would buy the more reliable engine. Will Jabiru allow it ? Does any engine need to be certified to be in a LSA ? My belief is it just has to meet the ASTM standard. If certified, will Jabiru allow it to be installed in a Jab LSA. ? Jabiru have upgraded parts before, why are they not participating ? An oil manufacturer has done tests on Jabiru engines and found a suitable oil not recommended by Jabiru, why don't they participate ? Is Camit aware of oil tests and I wonder what they recommend ? Did they recommend oil to you ? I also believe what you say Oscar about overheating Jab engine which is the start of the rot. And if every mod that others have produced ie water cooled heads, fuel injection, ignition systems plus Camit mods and none of Jabs mods, what kind of engine would we have ? Reliable or not ? My point is I think Jabiru are not participating in research and development of their own product and ignoring the demands of the customers who want their product, but want reliability. I am one of those people and I believe the J230 would be the best seller worldwide if they listened to the customers, lots have tried to tell them but it appears no one will listen. The problems are obvious to those in the know and would stick with it if they knew that the product would improve, as you say you have a Camit rebuild with mods, the legality in a factory build without jabiru approval is a problem, or is it ? Thankyou again Oscar for taking the time to share.

100km in one hour at revs, 2000 hours equals 200000 Kms. So a decent engine should make TBO

Yes Nev, my point exactly, safety is compromised by all legal red tape, if Casa was truly responsible for safety they would be responsible for the next engine failure as in the quote it states major weaknesses so is Someone just not interested in safety at all. In the auto industry if they found a major weakness in an engine part it would be upgraded in the next model or changed immediately, certification makes it hard to upgrade anything and that's why lycoming designs are so prehistoric compared to auto engines, what mileage does the average auto engine do before an overhaul is required ? Any taxi drivers know of these engine life kilometers, my guess is half a million Kms. Engine website http://camitaeroengines.myshopify.com

So why doesn't jabiru address major weaknesses too ! ! ! Only for experimental, so they are safer ! New Camit Aero Engines CAMit Pty Ltd has been manufacturing aircraft engines and components for almost 20 years. This experience had not been fully utilized until a recent R&D program was initiated. This was started due to requests for modifications to engines, to improve their reliability. Once started, the interaction between various components led to a complete review of the design. Now, due to popular demand, an upgraded solid lifter engine has been released by CAMit. These engines are available as new or overhauled engines and have had any major weakness addressed. Many parts have had minor modifications but are still interchangeable with the original components. This ensures flexibility in the ongoing maintenance of these engines. New engines come standard with all available CAMit aftermarket kits and parts as standard. 40 amp alternators, inhibiting systems, heavy duty barrels, improved rocker arms, multi-featured oil cooler adaptors and many more are included. Only Honda coils are used. High quality lead sets are standard. The emphasis is on quality. CAMit has fully audited quality systems and CASA production certificate approvals. Components are also made for military and top-end commercial use. CAMit is proudly Australian, providing Australian jobs in a difficult manufacturing environment. We see quality as our competitive advantage and make good use of the natural Australian talent for innovative solutions. Please contact us or email Ian at [email protected] to discuss your needs and we will be more than happy to assist you. Thank You.

Nice, That must be the box office not the cockpit !

Hi, I am a two and three axis person too, found this may help. http://www.recreationalflying.com/threads/streak-shadow.27217/

The right size and correct wire is the type used in model planes for the servo control rods. My plane also had the incorrect size wire in it, the aileron adjustment was the problem in mine, if you hold the aileron in one hand and the shaft of cable in other and move aileron for play you will see that there is more play in the upper position than in the neutral position or low position. If the ailerons are both high it will vibrate.

I have had this problem in a J230. The problem I had was caused by the actual aileron adjustment, if both ailerons are both adjusted too high then when one if under fight load the other will vibrate as when they are adjusted high there is more play in the cable, see the jab manual for the adjustment and make sure that the aileron are correct, you will need to get an average as it depends on the quality of the build. I am a level 2 and after adjustment the test flight showed the problem solved. This was on a low hour aircraft.

Poteroo thankyou for your wise professional comments and agree totally with you. The videos posted do not illustrate skillful techniques in my opinion and am surprised they did not end in disaster. I have landed on sevseral occasions in severe crosswind and know what's involved. I used to live in a windy place and learnt to deal with it so when I was in severe crosswind I knew what to do but the experience of landing a C172 in around 50 knot quartering side wind at Broken Hill was testing, the flying doctor took off before me and the mailman landed after me in a Cherokee six which I watched and he did make it look easy. On the way to Broken Hill the land was covered by a severe dust storm, this was Sept 2002. The next severe one was landing at Port Augusta in a J230 with a full 20kt plus direct cross wind, which on the first attempt was not looking good so I went around straight away my second attempt was perfect and totally controlled . From my experience I have learnt do not rush the landing, take your time, set it up , stay calm ,you can only land in these conditions with a defensive calm attitude. As Poteroo said if you watch the wind socks you will know what is happening and what the best options are. When I was a student pilot I witness some of my instructors land in severe conditions and remember them smiling and laughing at my fear.

Posted this under nostalga, it is great to watch especially if you like Spitfires. http://www.youtube.com/watch_popup?v=ie3SrjLlcUY&sns=em

This is great, enjoy. http://www.youtube.com/watch_popup?v=ie3SrjLlcUY&sns=em

Several advertise here http://www.aviationtrader.com.au/advert_category/legal/. Good luck.

[quote=" Hi Bex, where does the oil in rocker cover go ? Is it dry sump ? Would there be a collection point or sump lower than the head ? I like the concept ! Hope it is a great success. As Keith said looking better by the minute.

There are a lot of sayings I have heard in aviation, the one that relates here is, Learn from other peoples mistakes as you won't live long learning from your own mistakes !

There got them at clear prop shop here $1275 http://www.clearprop.com.au/communications/radios-panel-mount.html

$1299. And you may do better. That's new for A210

I'm not much of a book reader but picked up the book of Amy Johnson at a garage sale, I couldn't put it down and thoroughly enjoyed it. It would be an inspiring book for any female wanna be pilot or any bloke as she has real determination. Her landings are a laughing point most of the book as they are described as arrivals.

I have watched the video and without being too critical I don't understand why he didn't use a side slip instead of the dive to get to where he wanted. Did I miss something or do others see that could have been an option. but he walked away and that is a good result

CASA was unable to answer question at the seminar I went to, it seems the same at most venues, quote what Casa said that they first do an NPRM then gather public response then spent 3 years planing and introduce a well thought out plan. What a load of crap, obviously they only wanted to wave the big stick around and show that no one is to have fun or have an easy path to success and enjoyment, Casa do not bother about the public, they do what they feel like and the dummies follow them. The medical part is a joke it went from a motor vehicle type medical to a heavy duty medical with restriction because that is what they wanted not the public. They start off with good intention but then they can't help themselves and start ranting that they are in charge and we must do what they say. CASA know more about nothing than most people ! When it's all said and done there is more said than done ! CASA are totally impractical and should use the window method and have a look outside ! Bad rules need to be changed sooner than later, Casa was introducing more bad rules, making life harder for some. If a RAA instructor can teach an abinito pilot to fly and a PPL pilot can teach certain advanced flying without a commercial licence or an AOC, a RAA pilot certificate holder can get a RPL by doing a flight test with a GA school, then why could not a RAA instuctor with PPL not be able to issue a RPL ?

In 2003 there was the National airspace reform which changed a unique Australian aviation practice which was giving a position and intention broadcast when entering a new area frequency and any conflicting traffic would respond, since that they have introduced multicom, got rid of MBZ, got rid of GAAP, made circuit broadcast to every leg and now replaced by CAAP 166 to only entering CTAF, joining a circuit or entering a runway and taxi as mandatory. They pushed the see and avoid and now the reality to be safe in some places you need at least two radios to know what is going on. The changes since 2003 have not all been good the best in my opinion was multicom, flight follow doesn't seem to work or get used as there is no radar coverage, ADSB was meant to be all go in 2008, flight watch seems to have been degraded. So my point is all the big ideas to make Australian airspace like USA has failed because we don't have radar coverage and has made a mess of our system. Name Changes don't help, Traffic-All stations. GAAP- class D, CTAF R-MBZ -CTAF lic or reg, Restricted - R1,R2,R3. If all was put back prior 2003 and give us multicom I would be happy. See and avoid only works when you get a clue on the radio where traffic may be found and scan at that place if there is too much radio information it becomes difficult to monitor and respond, short calls give conflicting traffic enough info to respond with more info. I have experienced pilots talking so much that I needed to get a broadcast out and wasn't able to in time. The Airservices seminars I went to in 2003 the Air Traffic controllers who hosted these knew the problems and were scared, they said keep broadcasting like before as you will never get punished for broadcasting on area frequency, people seem scared to broadcast on area frequency and compared to the old days it's quite on there in most places.

landing aircraft have right of way ! but what if you breach Cap 166 ? Too much radio talk and you may miss someone else's broadcast. Also the touch and go would need to be broadcast on base or final. Can you take off again if it is not clear to do so ? Some extacts below from relevant rules. Read CAAP 166. http://www.casa.gov.au/wcmswr/_assets/main/download/caaps/ops/166-1.pdf 5.7 Fixed wing and rotary wing aerial application (agricultural) aircraft operations 5.7.1 Pilots should be aware there are non-towered aerodromes from where ‘aerial application’ operations are conducted. 5.7.2 Aerial application (agricultural) aircraft are permitted to conduct aerial application operations which involves low level maneouvering after take-off and prior to landing. These low level maneouvres are not required to conform to the standard traffic circuit. However, pilots of other aircraft can expect aerial application (agricultural) aircraft to:  maintain a listening watch and broadcast their intentions on the CTAF; and  give priority to other traffic. 5.7.3 The requirements for these operations, and also their separation from RPT flights, are specified in CASR 137.155 and CASR 137.160. 6. Radio broadcasts 6.1 CAR 166C requires a pilot to make a broadcast whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft. A broadcast must include:  the name of the aerodrome;  the aircraft’s type and call sign; and  the position of the aircraft and the pilot’s intentions. 6.2 Effective radio communication involves using standard aviation phraseology as detailed in the Flight Radiotelephone Operator Licence (FROL) syllabus and in the AIP. Pilots are expected to maintain a listening watch and respond appropriately to applicable transmissions. 7.3 Take-off and landing separation 7.3.1 When waiting to take off behind another aircraft, pilots should be aware of the separation standards published in the AIP, i.e.:  Wait until the departing aircraft has crossed the upwind end of the runway or has commenced a turn;  If the runway is longer than 1800 metres, then wait until the departing aircraft has become airborne and is at least 1800 metres ahead; or  If both aircraft have a MTOW under 2000 KG, wait until the departing aircraft has become airborne and is at least 600 metres ahead. 7.3.2 For a landing aircraft, the approach should not be continued beyond the runway threshold until:  A preceding departing aircraft has commenced a turn or is beyond the point on the runway at which the landing aircraft could be expected to complete its landing roll and there is sufficient distance to manoeuvre safely in the event of a missed approach; or  A previous landing aircraft has vacated the runway. 7.3.3 Pilots should be vigilant when using another runway that is not the active runway and ensure that they do not create a hazard to aircraft that are using the active runway. Conversely, pilots using the active runway should ensure that aircraft operating on the non-active runway have held short or crossed the active runway before commencing a take off or continuing to land. 7.5.3 Most collisions occur on downwind or on final approach. There are many distractions that include configuring the aircraft, completing checklists, setting equipment and communicating, however, this is precisely the time to be looking outside. Early completion of checklists will help to avoid distractions. Good height and speed control to maintain separation (including use of flaps) is essential. If a pilot determines that adequate separation cannot be maintained during any part of the approach, a go around should be initiated sooner rather than later. 7.5.4 CAR 161 and CAR 162 detail the rules and procedures for right of way and prevention of collisions. Pilots should have a sound understanding of these rules when giving way, approaching head on, and overtaking in the circuit. The CARs are published on the ComLaw website at the following internet address: http://www.comlaw.gov.au/comlaw/management.nsf/lookupindexpagesbyid/IP200400553?Open Document CIVIL AVIATION REGULATIONS 1988 - REG 161 Right of way (1) An aircraft that is required by the rules in this Division to keep out of the way of another aircraft shall avoid passing over or under the other, or crossing ahead of it, unless passing well clear. (2) The pilot in command of an aircraft that has the right of way must maintain its heading and speed, but nothing in the rules in this Division shall relieve the pilot in command of an aircraft from the responsibility of taking such action as will best avert collision. Penalty: 25 penalty units. (3) An offence against subregulation (2) is an offence of strict liability. Note: For strict liability , see section 6.1 of the Criminal Code . CIVIL AVIATION REGULATIONS 1988 - REG 162 (8) An aircraft that is about to take-off shall not attempt to do so until there is no apparent risk of collision with other aircraft. (9) The pilot in command of an aircraft must give way to another aircraft that is compelled to land.