geoffreywh

This is an extract of New Zealand legislation The ACCC. ( Accident Compensation Committee the scourge of "NO Win No Fee" Lawyers.) Oh I wish we had such sensible legislation here..............Note the the last sentence......... Negligence The key elements of negligence Negligence is the failure to exercise reasonable care to avoid reasonably foreseeable damage to people or property. There are four elements: The defendant must owe the plaintiff a duty of care. The defendant must have breached this duty of care. The plaintiff must have suffered damage that was caused by the defendant’s breach of duty. The damage suffered must have been a reasonably foreseeable consequence. Breaching the duty of care In a negligence case, the test for whether the defendant breached a duty of care is whether the defendant did something or failed to do something that a “reasonable person” would not have done or omitted to do. The degree of care required depends on the circumstances. It varies according to the degree of risk involved, the consequences of the breach, and the standard of care that the defendant has undertaken to exercise. Effect of the ACC scheme: No right to sue for personal injury In New Zealand, a person cannot sue another person for negligence if they suffer a personal injury that is covered by the ACC scheme (see People: Volunteers, employees and contractors). An exception is that the injured person can sue for exemplary (punitive) damages, rather than compensatory damages (see below). Limitation of proceedings: How long after can a person sue? The person who suffered the damage must bring the case within six years of the date on which the cause of action arose, unless the fact that they had a cause of action against the defendant was concealDefences in negligence cases Illegality If the plaintiff (the person suing) was engaged in an illegal activity when they suffered the damage, the defendant will not be liable for the damage.

Quote "Clearly this engine needs highly regulated fuel distribution to run well and cleanly." ( Ref: needed?) I can't really find where this fact comes from other than it is a valid statement for all engines to run at peak efficiency. I'd agree with the 95hp at 75% though. Time will tell all............

update from the website. The six is a monster..nearly 4 ltr. 130hp. @ 3000rpm. claimed 18ltr per hr at 75% ................... Outside RAA requirements I would think? ( If I fitted one to my Jodel It would be almost VNE at cruising speed!!!.)... But a direct replacement for all those old Lycoming 320's..................... Having read the website again I see that it will be too light for a Lycoming replacement. More like 0-200 replacement. At 80 kgs. and 20inches wide!!!! it's tiny.................17000 euro + water cooling bits. I hope it works out for them

so where did the thread go? I got the distinct impression it was about registration problems????

You got to be joking........................You'll get someone arrested taking pics of petrol installations at airports!!!!

Would be nice , two years, takes the load off the administration, It would be cheaper to run, ie less staff required It would provide more income from interest accrued , plus could coincide with your PLB registration Renewal .Which is also two years........An emailable form for any updates would take care of landings and any alterations. Perfect solution to nasty problem.............BTW I'm STILL waiting. a week after being promised "I'll see it gets done today" wits

Tyabb in Victoria now has a Premium Unleaded pump (98 octane) a Huge Tank.....

how about paypal account for donations?

sorry about that................

quote "and I guess the new bolts are working well as we haven't heard otherwise" . Hmmm I think not. I have seen with my own eyes a 100hr old rebuilt ( Factory) 2200 with new type through bolts and nuts plus a broken front lower stud...

I was one of those "missing numbers" Many weeks ago I had been asked for a picture of the other side of my Jodel. I sent the pic. and heard nothing more. After several phone calls Dean told me that I had "Fallen through the cracks" Due to clerical error I had been missed. He was able to process payment that very day. His advice was, "If you have sent everything asked for and are still waiting, for goodness sake ring and check on the progress" You too may have fallen through a crack.

It's not my plane , I just work on it...Hard landings wont give the damage seen as that would be a compression / shear load. What I've got is tension damage...The threaded part of the bolts (inside the fuselage) are bent in opposite directions as would happen when you tighten a nut on a curved surface

Yup 24- rego. Bolts checked at every 100 hours, never tightened though ( always by me) No-one else ever put a spanner on it. The bolts have been SEVERELY overtightened to the extent that the last 15mm ( not all of them) has bent, the flock and epoxy has been crushed and the alloy plate has been deformed and forced into the threads of the bolt....To help matters the aircraft is going on a round Australia flight on Friday...CURE? ...I have turned up an alloy ring with the same I.D. as the floor reinforcement. I cut segments of the ring. milled a flat on the segment and drilled for 11mm..... made a top hat bush with 8mm sticking out below the segment. (towards the inside of the circle ).......... I'll enlarge the holes for the bolts into the floor 8mm and Araldite all. THis will stop the sideways loading of the bolt as I tighten .........Got to work......................Couldn't be any worse.

It's a 230, the bolts supplied by the factory were all different from those I have so far been able to get out. I estimate the torque to have been 60-80 ft.lb. ( LONG tube on a 3/8 sq dve. snap on socket , I thought it would break!) The outer two go through the fuse and around the u/c leg through a flat plate clamping the leg to the body. They don't screw into glass. I'm guessing 3/8 x 60. It's AN-6 -32...PS.................. I just checked the manual the 160 and all others are the same EXCEPT where the bolts are shown going through the fuse, They come out on the very edge of that plate shown.. not on the flat part. The factory manual does not give a torque value, just says do not overtighten. Too late mate !

I must agree, Having a simple carb, even with all its inherent problems appears to be more reliable to us old simple folks..... But of course it's not...It's just the devil we know. .I bet Ozbear want mags on it too?.

At 500 hrs the u/c bolts (6) have to be replaced. It's turning out to be a MAJOR problem. Firstly the nuts are extremely tight. So tight that the threads are ruined by the nut on its way off)... This is caused by the tops of the bolts ( the threaded part) being bent. This, in turn, is caused by the way the bolts come thru' from underneath. The inner part of the fuse behind the seats ( where the outer bolts come thru') is not flat or square to the bolt hole. The fuse floor is "squared up" by epoxy and a small alloy plate. This has all crushed and broken away when the "engineers" at Flogem & Fugit (sorry, Jabyru ) tightened the bolts. Obviously putting the alloy plates back on with glue to support them is just wrong. After getting the bolts out which I have not done yet ... ( Will have to have the heads cut off and be driven out upwards.) ANY IDEAS how to fix the fault??????? I believe that a hollow dowel partway into the u/c bolt hole and a TIGHT fit into the much thicker , tapered in section (now steel) nut plate might help....What a mess....

I checked on their progress the other day, It seems there is a problem with casting the 6 at the moment so they are machining a 6 cyl c/case from solid much like Jabiru. The size of the 4 has changed to 2700cc? . At least there are news updates now

you lucky bugger.

The RAA Website rego updater has been at it again................. From what I read its all over!. We are all to be congratulated! . (I didn't see the vacancy advertised for a spin doctor? But someone is doing a splendid job of it. ) So now I wonder why I still can't fly.. Called Wayne.......... got message bank. "call you back " it said. Didn't say when! .......Called Dean, he, at least, picked up. But no help as he was not in the office.."I'll let you know" he said...I hope he does....someday soon....I am so pissed off.....Geoff

Unfortunately RAA hasn't caught up with my Rego YET.....So I didn't get to go . I think that LCH manufacturer will/ has addressed any discrepancy in valve gear alignment. I'll go and ask him in fact. That sideways valve thrust has always been present on engines since OHV were invented and it's not that bad. If the guide is long enough. The only way around it is with OHC and buckets. But that brings complication and extra weight. If I used a 3300 I would buy a short motor and LCHeads......Never overheating it has advantages in longevity.

"Admiration" I am very interested!.....I would have loved to have designed my own engine. But was never in one place long enough . At the moment there are a LOT of new engines, some real, some just prototypes, I saw an American website with a whole array of new types. Radials, Square, inline ect..All real metal. I recognised Suzuki TL1000 heads on one motor. I do like the thought behind the D-motor. and the ingenuity of the Rotec. Put them together?....Anyway. I wish you the best sucsess..Luck has nothing to do with anything....

I was going to build another aeroplane. But now I may update my engine to a later type. If I do that I would almost certainly use the 3300. But only with LC Heads. I have worked on a 3300 from new , and the struggles we have had with overheating are almost unbelievable. fortunately that is all over now (fingers crossed).................. Pluses?- Availability/price, excellent bottom end, excellent power, ...Negatives ...Poor cooling, poor generator , poor carburation. All are easily fixable.....IF starting from scratch...

I find, as I get older, that I have learned more and more about less and less. Eventually I will know absolutely everything about absolutely nothing...

Here a couple of quotes, from someone who appears to know all about everything.................."You mean Mahle in Germany made Moto Guzzi motorcycles? Well I learn something new every day" Nigusil is a patented metal alloy created by Moto Guzzi for motorcycle cylinder liners. The name is an acronym for Nickel-Guzzi-Silicon. Moto Guzzi, having successfully created the first engine with a chromed cylinder lining, continued research to find a material that could replace chrome. The research culminated with Nigusil, a nickel-silicon alloy applied to the cylinder through special procedures. This innovation allowed lower friction coefficient in the engine, significantly lower levels of mechanical parts wear, and considerable savings of lubricant. Treatment of cylinders through Nigusil was also used by many manufacturers, Maserati among them, and generally on racing engines. Here's another ............... "Shirley your not alluding that replating is as easy and as simply running a hone down a steel/iron liner?"............................. When a bore is damaged "running a hone through" will not cut the mustad.(type of hook , I know!) A rebore will.. Oh? you can't actually rebore some cylinders? You mean I have to buy new cylinders too? and pistons? Perhaps Nigusil or Nikasil might be a better choice? Ha ha

A bit porus? Isn't that like a bit pregnant? Either they leak or they don't. If they leak then they are porus and no good at all................. I f they don't leak then they are not porus and thus fine..................The set I saw at the factory were beautiful