king_daniels

turning crosswind at 500ft agl, down wind at 500ft agl, bace at 500ft agl, should be set up for finel at 500ft agl then desend and land should be no circuits be low 500ft, the only time you can go below 500ft is when you are taking off or landing, and clear of built up areas with land owner blessing and you are low level indos. Daniel

500 ft daniel

The big boys have them so why not us? We are not the big boys. Daniel

How many hours did your Jabiru 2200 or 3300 engine do before suffering a breakdown 0-100 100-300 300-500 500-800 800-1000 never had a breakdown 1170hr and still running strong Daniel

No, they are very good and reliable. I have done almost 1200 hours in my aircraft with the same motor. Most people I know that have Jabirus have had littel or no problems with them as well, I think the secret with the Jabiru motor is regular service by mechanics that know the motor. In my experience, some people who have trouble with Jabiru motors are doing their own servicing or lack of and they are not Jabiru experts. I also get excellent service from the Jabiru factory in Bundaberg. Daniel

Jab engines 80hp, 1112 hours and still running strong.

Practicing the impossible turn Cessna 182 (a total irresponsible clip) This was a good clip of what you should never do, you have to remember the clip above was in a controlled environment with a perfectly good motor going. I would have like to have seen him cut the motor as the plane was just going over the end of the runway, and try to get back, it can never be done. As they say, 'whatever you do, do not try this at home', take the controlled environment and the running motor out of the equation and you will end up with a different storey. Daniel

I own a j160 it has dun, 1047 hr, same aircraf same motor, it has not mest a baet, I would fly it any where. I also have dun a lot of hr flight instruction in them. Daniel

So your saying the L2 is still liable for the damages? I would have thought they would want you to sign a waiver being that you, unlike the labourer that is hired by the builder, are un/semi-skilled. L2 or LAME is still liable for the damages if he or she is negligent, obviously you have had no-one working under you or for you. However it would not matter to me, I would probably be dead, my elevator cable would have come off, maybe my motor would have vibrated off the loose bolts, my control yoke may have stopped working, the nose could have come off on landing or anything else mentioned on the report, on an aircraft that was serviced by a LAME. And you're worried about whether I would be insured or not if I chose to do my own maintenance under the supervision of a level two or LAME. Daniel

So what happens in a theoretical situation where you crash due to an engine failure and the cause is traced back to maintenance (ie something simple like sump plug was loose and worked itself out in flight). Does your insurance company payout if you signed of on the maintenance? Do they sue the L2 who supervised even though he didn't turn the spanners? Thats like saying - if you are building a house useing a Lic builder and the builder does not hit a nail in the house, The labourer working under a carpenter stuff up, who is going to wear the blame ???. You should ring the insurance company if you dont know that answer Daniel

So will you doing your own maintenance affect your insurance? Unlikely, providing the maintenence is done under the supervision of a level 2 or a LAME and or either party signs the work off / maitnenance release. Daniel

Thank you for the quick response so far, after reading what I have read above, my train of thought is to take a day off and do my own maintenance under the supervision of a level 2 who knows my type of aircraft. I asked the manufacturer how long does it take to do a 100 hourly and he replied if there's nothing wrong with the aircraft, you're probably looking at around 5 to 6 hours, also I might have to sign in or apply to do the level 2 course at Temora in April. Daniel

Aircraft bought brand new rego no 24-xxxx, every service has been maintained by the same LAME from new. I decided to take my aircraft on the 1,000 hourly top end overhaul and to do a 100 hourly, to the manufacturer. Thinking throughout the last 1,000 hours that my aircraft was superior and safer because all maintenance was done by a well known LAME. How wrong was I? The report came back from the manufacturer and it reads as follows: Aircraft 24-xxxx was receivced for top end overhaul on engine 22B038. 100 hourly service was done on the aircraft on inspection of the airframe. Problems with the airframe that were found: 1. The engine mount to firewall bolts were loose 2. Nose wheel bracket on the firewall bolts were loose 3. The ball end on elevator control cable (elevator end) was out of safety 4. The bolt and bush in hyoke was badly worn Engine and top end overhaul carried out. Barrells were honed. New 23mm internal circlips pistons were fitted. Second hand fine fin head was fitted as original heads were unserviceable. Hollow push rod oil feed system was fitted. Problems with the engine that were found: 1. Wrong jetting in carby 2. Diaphragm was fitted incorrectly and locators were not centred Verbal conversation I had with the manufacturer was to "not take your aircraft back to this LAME" The question was asked, would these defects have happened in the last 100 hours, and if not, should the LAME doing his job, have picked them up? Answer: "No the defects would have happened over the life of the plane so far, and the LAME obviouly did not do any 100 hourly inspections on the airframe, the defects mentioned above, especially with the elevtaor and the loose bolts with regards to the motor and the front nose wheel, especially the badly worn yoke, could have ended up with a deadly disaster". This is not a joke, you pay big money to get something done and it doesn't get done. I can just hear it now, I crash my plane and then I die, then it starts again. Don't fly those RAA ultralights, their too dangerous, their not well maintained, pilots are not trained properly, you read it in these forums all the time. Now I'm saying, who do you trust to maintain your aircraft if you get a report like the above and a LAME has been doing the work. So, my decision is, I don't know what my decision is, do I trust it to another LAME or find a level2, take a day off and do my own maintenance or take it back to the manufacturer for 100 hourlys? Where do I go from here? All I can say is, if you trust your aircraft to anybody, I solemnley recommend that you go over the aircraft with the 100 hourly maintenance list and question the LAME if something looks out of place. You can't see inside the carby, unless you take the covers off you can't see the control cables, unless you check all the nuts with a spanner, most times it would be impossible to know if they're loose or not. So, ok, where do I go from here???

Yes I have 5 planes in there and I have room for 3 more. The best thing about the hangar space is that you do not have to move or touch any other plane to get yours out. There are large doors on all four sides of the hangar. There is ten thousand gallons of rain water in tanks at the hangar and power. Toilet facilities are available at the hangar. With a well manicured 800 metre grass strip. Please feel free to come and have a look. All this for $165 per calendar month. Approx. 15 minutes drive south of Toowoomba. Kind regards, Daniel

hi I got room for about 4 aircraft in one of my hangers i am about 8m south of toowoomba if you want it pm me Daniel

Andrew I've had my Jabiru since new, I have done over 920+ hours in it. My first top end overhaul was 470 hrs, I am the only one that flies my Jabiru, the service and the maintenance have alwyas been done by my Lame. As it stands my oil consumption is approxiamtely 150mls per hour, earlier in the peace I made and put an oil separator in and found it worked fantastic, my oil consumption went way down to approx. 50 mls per hour, so after a while, I noticed oil dropping on the front spat and the engine bay was getting wetter with oil. I took it back to my Lame, he first thought that there was a small leak in the oil cooler so he replaced that, there was still oil leaks, I took it back again and the engineer found it was the oil air separator that was causing the problem, so $1700 later after replacing the oil cooler and the engine rubbers and seals and taking out the oil air separator as shown above I have not had any oil leaks but I'm back to using around 150 mls per hour. My 1000hr top overhaul is due soon so with the overhaul I am getting him to put in a certified oil air separator, the lame said that the leaks were caused by oil backing up in the oil air separator, putting back pressure into the motor. So in finishing, that's why I said that I strongly recommend that you spend a few hundred dollars getting an certified oil air separator and getting a proper lame to put it in rather than doing it yourself from a homemade device, research oil air separators on the net to see how they are made, then you will have more understanding of how it works. Regards Daniel

Hi The oil air separater you have designed will not work. The oil will back up in the separator restricting the air, then creating back pressure through the motor, and before you know it the seals will start leaking oil. I strongly recommend that you spend a few hundred dollars and get a factory made version and have your lame fit it. You will find that the proper air/oil separator have three hoses; two to blow the air straight through and separate the oil and the hose at the base bleeds the air back into the sump when the aircraft is parked. Google oil/air separators do not put the above in. to your motor. King_daniels

Ok I’ll bight On page 19 of our magazine, Zane Tully quotes, Paragraph 2, example 1 – "If the pilot in command of a recreational aircraft is both a current RA-Aus Pilot Certificate holder and a PPL (or higher) licence holder" Or higher licence holder Could a RA-Aus Pilot certificate holder already of a higher licence than a minimum PPL licence holder? For example RA-Aus endorsements and further training within the RA-Aus, like - A junior instructor, a senior instructor, a chief flying instructor. In my opinion it could be argued that the examples above would be recognised as a higher licence holder with their experience (thousands of hours in training and flying) and qualification than a minimum hour PPL. Recognition of prior learning (RPL) was introduced into Australia as part of the National Qualifications Framework (NQF). A major tenet and driver of RPL relates to social justice and its promise to act as a mechanism for social inclusion. RPL was seen as a means to offer those groups who traditionally did not participate in post compulsory education and training an opportunity to have their work and life experiences recognised. It is unfortunate that even though there are laws to protect people with prior knowledge, there are still many shallow minded training institutions that will not recognise and/or acknowledge RPL. The answer to controlled airspace is not whether you hold a PPL or not, but rather, it could be argued, that with the experience you have as a RA-Aus pilot with endorsements (further study) and hours you have flown meets or surpasses the requirement of minimum standards of a PPL. Regards Daniel 　

A 2009 study found that the average Australian walks about 900 miles a year. Another study found that the average Australian drinks 22 gallons of beer a year. That means the average Australian gets about 41 miles per gallon. Bloody good value that! _________________

This should help you guidelines for aeroplane landing areas regards daniel 92_1[1].pdf 92_1[1].pdf 92_1[1].pdf

Let’s Do the Maths Let’s Do the Maths Okay, in RAA there are about 8800 plus members. We say there’s not enough airfields to land on and/or we are kept out; nowhere to build hangars. We can fix that as an association. Our membership fee is approx. $160 per year. That is cheap, I mean, how much do we spend on grog and smokes and going out in a year. If you break a prop, I bet you will find the funds to repair or replace it. Just a suggestion, let’s up our membership fees to $260 per year and use the extra $100 for buying properties for airfields, building hangars etc. Just say 8800 members multiplied by $100 there is an extra $880000 per year. Let’s use that money to service a loan of $8800000 working on ten per cent interest. How many blocks of land can we buy for that? Let’s say, 16 properties at say a average of $550,000. Let’s keep working on that so how many pilots and hangars would be needed to make it pay for itself? Okay, we’ve got a budget of say $550,000, we buy the land, scrape out an airstrip, build hangars to lease out space, lease land so that people can build their own hangars….okay, let’s start a flying club and gain membership, move onto a flying school, and I could go on……..before you know it, the land is paying for itself. Sixteen turns into thirty two airfields, thirty two into sixty four and so on. If you got the right people to organize this, you would have more airfields and hangars than we require. It’s a plan, it needs work, but it can be done. I suggest that the RAA put it out to the members for there input to see if we want it to make it happin. I would rather go broke doing something, than go broke doing nothing. Regards, Daniel.

controlled airspace The decision that RAA pilots cannot fly into controlled airspace is concerning because of the fact it is assumed that people who fly RAA cannot be trained to the same or better competency than pilots with their PPL. It is my understanding that there is no recognised syllabus for CTA training in PPL. At least you can give some credit to RAA in putting a sylabus into existence so their pilots can get the proper training and competency before they get their CTA endorsement. The way alot of GA pilots are carrying on is if once this CTA endorsement is passed there would be eight and a half thousand members swarming into controlled air space.

Annual Fly-In at the Clifton airfield on Sunday 15th March 2009, from 8am to 2pm MEDIA RELEASE The skies over the Clifton area will be very active this weekend as the Darling Downs Sport Aircraft Association Inc. host the long running Annual Fly-In at the Clifton airfield on Sunday 15th March 2009, from 8am to 2pm. The fly-in is very attractive to aviators as the first major event on the aviation calendar each year whilst usually offering good weather and a very attractive area to fly around. For the general public it offers a special window of opportunity for anyone who has an interest in any aspect of aviation the chance to speak with pilots and to inspect aircraft including some of the latest versions of high performance recreational aircraft. The club is offering youth aged 15 to 21 who are looking at aviation as a career, sport or hobby, the chance to talk with pilots or club members with a view to applying for a Darling Downs Sport Aircraft Association recreational aviation flying training scholarship that the club has offered for 2009. The scholarship is valued in excess of $4,500. A Fly-In is a gathering of pilots and aircraft on an airfield with a chance to meet with friends, swap ideas and information whilst giving pilots an opportunity to fly somewhere. It is not an airshow and there is no organised flying demonstrations or activities taking place. Previous years have seen over 130 aircraft attending. Aircraft attendance is very dependant on weather as aviators who attend these fly-ins are very particular, careful and safety conscious, cautiously considering weather. Attending aircraft cover all aspects of aviation, including carefully restored vintage aircraft dating back to the mid 1930’s, recreational aircraft of all designs and colours including home and factory built examples. This annual aviation event is open to the public and has no admission fees or charges. BBQ and drinks facilities will be available on the day. The airfield is situated 6 km west of Clifton alongside the Clifton-Leyburn Road. Clifton is located halfway between Toowoomba and Warwick. Club assistant secretary and Flying School Chief Flying Instructor, Trevor Bange can be contacted on 0429 378 370 for more information. The club website can be viewed on www.loneeagleflyingschool.org.au