Camel

Casa seem to be playing games.

 

Quote from http://www.casa.gov.au/wcmswr/_assets/main/lib100159/d2p7_lsa.pdf

 

 CASA have no restrictions for the type of propeller whereas FAA

 

only allow fixed pitch or ground adjustable (we allow constant

 

speed or inflight adjustable)

 

Then a Change;

 

Current Standards.

 

 The standards are reviewed and updated on a regular

 

basis so the standards listed in the AC were the

 

edition at the time, we are well beyond that now with

 

most editions being -10 or higher.

 

 There are now two standards for engines, one being

 

for spark ignition engines and one for compression

 

ignition engines

 

 There is now an ASTM propeller standard, but this is

 

for Fixed pitch and ground adjustable propellers only.

 

All I can say is Casa with the assistance of Mr Lee Ungerman is destroying past acceptable rules. This goes against what a representative from each aviation sport organization and Casa agreed in the past.

 

" CASA introduced the LSA category early in 2006.

 

The amendments to the regulations were developed

 

by a project team consisting of CASA specialist,

 

representatives from each of the sporting Orgs,

 

Australian manufacturers and CASA authorised

 

persons (AP)."

 

I believe this to be illegal to change rules that previous aircraft complied with. Does Casa have the right to destroy the aircraft industry in Australia. Is it the will of the people or just some lousy power hungry public servants.

 

Notice for LSAs With in-fligh Adjustable Prop

 

February 22, 2013 | RA-Aus Administrator

 

NOTICE TO ALL OWNERS AND OPERATORS OF LIGHT SPORT AIRCRAFT FITTED WITH IN-FLIGHT ADJUSTABLE PROPELLERS

 

During a recent CASA audit of RAAus aircraft files it was discovered that many Light Sport aircraft (LSA) are fitted with in-flight adjustable propellers that do not comply with elements of the certificate of compliance. At present there are standards acceptable to CASA for these propellers which allow them to be fitted to Light Sport aircraft but so far no manufacturer has listed an approved standard in the appropriate section of the signed statement of compliance required for LSA.

 

If you own or operate a Light Sport aircraft fitted with an in-flight adjustable propeller please contact the RAAus Technical Consultant on 0408 351 309 for further advice.

 

Dean Tompkins

 

Technical Manager

 

If your game watch this : Watch how a Perth man challenges Customs and wins to get his Corvette imported from the US....this documentary is shocking!

 

 

 

Thanks Vev, questions well answered and happy, you are the man.

 

My first Question as to advantage to lower viscosity was related to the fact that Jab engines do have closer tolerances than most aero

 

engines and therefore poor circulation and possible extra heat generation. Seen bottom end of Jab engines with copper showing on big ends

 

and mains at 200 hours and bores oval at 400 hours. Rocker gear and valve guides also have excessive wear under 200 hours. A well known problem with

 

Jab engines is the rings getting gummed up and sticking causing loss of compression.

 

 

Here's another one for you and am keen to know where the major difference lies in determining what design characteristics are to deem it designed to

 

use Ashless Dispersant aviation piston engine oils such as AeroShell W Oils, Used in air cooled Teledyne Continental Motors,Textron Lycoming

 

and Jabiru engines.?

 

 

Maybe he is not free. Nev

Vev probably having a graze, I very much respect your opinion Mr Facthunter as I am aware of your background and would like any input you have thoughts on, let it rip, I am all ears ( and eyes ).

 

 

Hi Vev, I have a question for you, please keep answer simple then elaborate if you must.

 

Why not use a synthetic lighter viscosity multi-grade oil in jab engines disregarding legal and manufacturers recommendations ?

 

What effect on oil does lead content have on oil and how long does it take to have effect. ?

 

What effect do additives such as "Moly" have on oil other than friction modification ?

 

A high viscosity oil in an engine that should be using a lower viscosity oil, would this cause heat in the engine trying to compress this oil, eg bypass and close tolerences, ?

 

Would excessive wear be likely due to a high viscosity oil unable to freely move into areas of small tolerance to adequately lubricate ?

 

My motive for asking is related to something I am aware of and want scientific facts from an oil man (industrial chemist) to verify or discredit.

 

I'm a motor mechanic, probably won't change much for me, but let it rip.

 

 

Some rural land has specific uses prohibited eg aerodromes and helipads, the zone that does not have this is Zone 1 (A3) Agriculture Rural Protection Zone, in my area anyway. Do not ask to put in an airstrip as it will be refused as it is not agriculture, but as has been said make a nice smooth area and go for it also don't piss your neigbours off as any noise complaint is sure to stop any flying activity also there is a regulation on take off and landing distances to neighbours, I think it is 300 feet from any house but you will need to check also one way strips are not covered by any insurer unless you can pre-arrange cover. If you talk to any one about flying be sure to use the word "occasional" and do not contemplate circuits also put a white cross out so you don't get unexpected visitors and also this can protect you from being sued for an unserviceable airstrip. As one does before anyone lands he emails an indemnity form they must sign before use.

 

I am in the process of build and having my piece of paradise but I am in a flood prone area and recent rain is holding up progress.

 

 

See it before but someone sent me this link to website.

 

http://pal-v.com/

 

 

It's coming through Port Macquarie at the moment, real strong wind and rain, went to look at my farm strip and it's nice and wet. Windy enough to blow a dog off a chain

 

 

Maps North up, and GPS track up.

 

 

Turbo, I would like to point out that throughout motor car and motor cycle developement most of the serious advancement has been made through factory run and sponsored racing teams and private racing teams. The greatest example the Bathurst Mt Panorama production race from way back. In aircraft terms I.m sure we have to look at flying schools to put aircraft to the test but they are not to be modified and our experimental class is the next best thing to put things to the test.

 

 

The main uncertainty of LSA is the manufacturer has an appointed person who declares the aircraft conforms to the standards (ASTM) when they disappear for some reason someone else has to take it up or the aircraft is no longer a factory built LSA but an ELSA (experimental LSA ) or in the case that RAA is having now is someone else says that the plane does not comply to ASTM standards and again back to ELSA. Also no modification without the approval of the manufacturer.

 

This link may help explain. http://www.astm.org/COMMITTEE/F37.htm

 

 

If your interested in fuel octane description and comparison then this may be of interest. http://en.wikipedia.org/wiki/Octane_rating and http://en.wikipedia.org/wiki/Avgas

 

 

Following on from Vev.....Or if you are recommending, on Recflying, to gullible people lubricants not on the manufacturers approved list, be prepared to take the financial responsibility for any failures.

This particularly applies to experience with one engine, or in one application or if you 'read it somewhere' or if someone told you.

 

An oil needs to be dyno tested over thousands of hours, with strip downs at fixed intervals before it can be approved with confidence.

 

There may be engine design issues, such as galleries too small from some viscosities, locations where the heat factor exceeds the breakdown of the oil etc.

 

The engine failure rate in recreational aviation is of serious concern.

You are absolutely correct and it reminds me of the Lycoming O320 H2AD story, it was a lemon but with Lycoming they developed an additive which helped, and this additive is what is in the W100 Plus product, now there are other mods for the H2Ad, T mod an oil galley mod and improved valve train gear i.e roller rockers. I had one of these engines and spoke to many Lame's of problems, armed with the right info and using tested and manufacturer recommended products I had no problems with my engine, thankfully everyone was working to a solution but with Jabiru through bolts it seem not much participation from Jabiru as if they were they would be reading this and talking to Motz right now. In case other don't know lycoming used Ford automotive Hydraulic lifters in their engine on this model and the cam follower Hydralic lifters are originally designed to slowly rotate to share the wear but in this case they did not rotate due to the angle or location the cam touched causing excessive wear and pitting on the lifters and camshaft reducing engine life dramatically with the additive alone engines could possibly make TBO and with the mods it was a good engine and do TBO.

 

Quote , One friggin engine major - you need that to happen on a hundred before getting excited....Oh and 180 trouble free hours?

 

Very fair comment turbo, I hope one day the right advice is offered by the right sources to be part of the solution not adding to the problem.

 

 

Just to put some light on things, I have a Rotax 912uls and a Jab 3300. The 912 has over a 1000 trouble free hours ( except exhaust problems ) and the Jab has 180 trouble free hours, the Jabiru was using Shell w100 oil then W100 Plus up till 150 hours and at that point Leak down pressure test was not looking good and compression felt poor on hand rotation. It is now been on a lighter multigrade oil and is a major improvement and is very noticeable, several other aircraft owners that I am in discussion with are also showing good signs using lighter muligrades. So I suggest it has a lot to do with oil as this is a major factor on hydraulic lifters, rings sticking, valves breaking, valve guide wear and oil pressure. I was using only avgas but fill mostly with 98 unleaded but if I fill anywhere else I put in Avgas, so there is always avgas and a 98 cocktail in the tank. The oil before went very dark after going to a lighter multigrade and now is clean. The engine is very easy to start because of better compression and was difficult before. I do not know whether this is the fix for all Jab problems but am feeling confident that this is a likely simple remedy.

 

I am a Motor Mechanic by trade and am knowledgeable on aircraft engines as well, I did my apprenticeship on British Leyland / Leyland Australia and we told the factory engineers how to fix problems on some greats like the Morris Nomad, Marina, Kimberly and P76. Leyland went broke because they lost communication with their dealers and made design problems dealer problem with their buyer protection plan.

 

I have also worked on early Honda and Datsun and if there was a problem it was fixed and look at their product now.

 

I agree that Jabiru are not actively fixing problems or listening to anyone. I have had words in the past and have no more to say to them as I'm sure they think everyone who buys their product is just stupid. I also think that the Jabiru airframe is a good product but prefer the lower stall speeds of the bigger wings say the J250 compared to the J230 and the J170 compared to the J160 but they don't want to produce the J250 anymore.

 

 

Thankfully it looks like normal service has been resumed (or nearly resumed) on the registration front, and the hysterical accusations and name calling has been shown to be "a tale told by an idiot, full of sound and fury, signifying nothing" Which is good thing, because it means that I will be able to register my Thruster when it arrives at christmas. I was assigned my registration number today by Caitlin - 28-8249 ! I am going to give this number to the sign writer, and I was wondering if anybody can give me some advice as to the materials I should specify, for a fabric wingThanks

Quote "the hysterical accusations and name calling has been shown to be "a tale told by an idiot, full of sound and fury, signifying nothing""

 

I take your comment as an insult and recommend you get informed before insulting those around you on a public forum who have been very patient, many have suffered from the current situation and are not interested in uninformed people who have plenty to say of no substance.

 

 

Was there all day Friday and Saturday until 1pm, had a great time and would like to say that Gai Taylor and her team have done a brillant job. Thanks to the Evans Head team for a great time and see you next year.

 

 

I smell a Rat . Why hold back info. You need the facts.

 

 

CASA spends most of it's time and efforts covering it's own butt, they hide behind the word safety, and I really don't think they know what the words 'safety in aviation' really mean. the rest of their time is spent creating 'paper trails' once again to generally cover their own butts. Their next name change should be to 'Civil Aviation Control Authority'.....(CACA) it has a good ring to it really ! CA CA !....................................................................Maj...

Well said Maj, you told it how it is .

 

I can't help thinking that is what is happening at RAA now as the paperwork issues seem trivial and not a threat to safety, , what a load of Ca Ca.

 

( I got Italian blood )

 

 

there is a aircraft at locksley with major defects that was repaired by a lame l2 l4the repairer claims that a wire strike is not major and does not require heavey landing inspection

i dont give a sxxx any more as i am now bank rupt so i cant aford to fly but every time thread like this apears i can say told you so and tried to change the situation neil

CASA protects Lame's and the faults they create when repairing or servicing and become our problem not theirs. I feel for you Neil and have read many of your posts and pretty well know your story. Casa need to lift their game and stop protecting the system that allow Lame's that are not reputable to get away with rip off and poor workmanship.

 

When will CASA start concerns over safety not protecting themselves with paperwork.

 

 

It's a catch 22. If you dont bring in your a/c for maintenance you will be flying dangerously and if you do, then you can be flying dangerously by mistakes made in the maintenance. This danger factor can be multiplied by 4 if the a/c is amature homebuilt and maintained by owner. Homebuilt a/c produce 4 times more fatalities. [statistics obained from reliable source]

Every Annual inspection of my Cessna that was done over 9 years I found a fault, I am a Motor mechanic. I maintain my RAA aircraft, I am a L2, I find no faults after my services or repairs. Lame's are not perfect and some places use unqualified people and then sign it off and are protected by CASA. I will never own a GA plane again unless I build it and maintain it because I do not trust all that are protected by CASA. rather take it to the local auto mechanic.

 

 

Maj, what you say is true but the fact Runciman continued to support ST is a serious problem and was left too long and the fact Adam Finn was sacked is all too weird. ST was and still is a problem and unresolved except he resigned and leaves a mess.

 

 

Not a great video but it can only get better. Waiting to get a suction mount for the wing.

I made an aluminium bracket that bolts on to the wing strut eye hole for tie downs.

 

 

Why not go for a Trial Instructional Flight now and get back into flying so when you finish building you can hop in and fly. You will be flying again quicker than building a plane.

 

 

Biggles, How long is your strip and are you going to have a cross strip? I am in the process of building a strip, it is level ground and flood proned and I have been slashing it for months as it was in a real bad state for several years due to no slashing and wet weather and no cattle on it, grass was real high. I have only owned the property for a few months and bought it with the airstrip in mind, I have not landed there yet but it is getting close. I was in the earthmoving game and sold my machines before and wish I had it now.

 

 

Been a few times to Broken Hill, Great aero club, couple of dongas for cheap accommodation and comfortable, pizza shop delivers to aero club too, don't worry too much about asic as if you can make contact with someone there they can get you on the field if they have one, there was a guy who worked in the maintenance shop next to aero club and he sorted the aero club accommodation for us, great bunch of friendly people there. Practice x-wind landings, they get some good wind there, years ago I encountered a real strong wind that I will remember for life, the flying doctor was on the ground and I asked for the most suitable runway and he said it was between both, he said " what are you in ? " I said " a Cessna 172 " he said " good luck " , it was a little more than luck how I landed but I can assure you I rate every x-wind against that one and I may never fly in that condition again. Take water and food as there is a lot of nothing on the way. One trip to Broken Hill for a week and two trips have been returning from WA and departed Port Augusta for Broken Hill and then to the East Coast.

 

Encountered over 20 knot x-wind at Port Augusta and that was very easy and not really worth mentioning compared to what was at Broken Hill.

 

If your into art or something special go see the LD Man, ask someone there where it is (or google it) and fly over at around 3500 ft, you will like it. Good Luck !

 

 

Fellow Ra-Aus members,We need to sort this crises with aircraft and the attitude that members are not important, out. Let's just do a bit of maths to see why it is so crucialto have a meeting and why we belive the Board has lost their way and continue to focus on themselves instead of the organisation.

 

We have a fleet of around 3600 aircraft. Divide that by 50 weeks in the year (allowing for Christmas and other holidays)

 

That means 72 a/c a week need to be registered or 14 approx a day.

 

The embargo began on Nov 6. 14 working days went by and no a/c were registered. 14 x 14 = 196 a/c

 

In the next 7 days, another 98 arrived, but only 10 went out.

 

The total to be registered as of Dec 5 is now 196 +88. We now have 288 to be registered. At the current rate of 2 per day getting registered with 14 per day coming in, that will mean when staff go on their Christmas break in 13 days, we will have 14 -2 X 13 days, an additional 144. So a Grand total of a backlog of 432 aircraft.F

 

Financially, if each a/c rego costs $130, by the Christmas break we will have registered 36 aircraft and achieved an income of $4,680.00

 

We will have lost 432X$130 = $56,160 in income. That is only for the period from Nov 6 to Dec 24 (assuming staff work on the 24th).

 

If a/c are not registered, then flying schools cannot take new students (missing out on members), do BFRs, (missing out on renewing members). Industry who cannot sell their aircraft cannot afford to be sponsors for Natfly and other flyins.

 

Questions that need to be asked.

 

1. How many registrations are going out each day?

 

2. Is Neville Probert the ONLY person who can approve EACH Registration?

 

3. Is he working EVERY DAY or just 2 or 3 days per week?

 

We have a right to know.

 

Cazza

Well said Cazza, I am very disappointed in performance of people involved in management and feel that possible civil charges should be laid against individuals as it seems to me as a failure of duty and negligence. It is a disregard of the members ( shareholders ) that are losing by having incompetent people still in control.