Jaba-who

So the path this has taken and will take us is obvious to the people who live in the real world. CASA - “the rules have been in place for years so we must change them! Let’s give the job to someone who has no idea what this real situation involves. Tell him to make a “One rule fits all!” Regardless of whether it will work or not introduce it without consultation. When stakeholders point out the problems either ignore or threaten them. When the problems eventuate as predicted make an announcement that the rule will be reviewed. Several years later go back to the original rules.

Several people have said here that tefzel wire is only available in white and not coloured. Thats completely incorrect. Tefzel wiring is available as white, white plus coloured lines and a vast range of single and solid colour with secondary coloured wire. ( I have several rolls here in front of me now with up to 8 colours in shielded multi core). I also have a heap I got somewhere in the past with complete single colour, one colour with secondary line color). I got a bunch from aircraft spruce Australian distributer in Brisbane. But I have got it from multiple places on line.

Typical CASA stupidity.

Both in Cairns. Both organized by our SAAA chapter (by me) with SAAA ( with normal lecturers who teach the course) to come up to put courses on for us. About 20 participants each time.

The curriculum for the MPC isn’t really about anything practical and from what I’ve heard the practical titbits that do get thrown in are presenter dependant and generally depends on what the presenter has seen in their own area of interest. I’ve done two complete courses and never had a word about corrosion in either. But then again at both the courses pretty much all the participants owned composite aircraft and the presenters were aware of it.

Yeah. This is the major failing of bureaucracies everywhere they seem to think that good notes equals good job done. Ive seen a number of completely incompetent people whose work and skills have been questioned because of poor outcomes but the investigating bodies have exonerated them because of meticulous notes that made everything seem rosy.

Nope. You Nope not at all. But remember you have to build it first. Unlike RAAus you can’t buy one already made and do maintenance. so its quite a time down the track. In fact you never need to be an SAAA member at all strictly to start doing your maintenance. You need to build it and have your authorized person who does your C of A endorse it. Then you need to do a maintenance procedures course. (MPC) I know that the SAAA MPC has been available to non members in the past. Just at higher cost than to members. LAMEs have to do a similar course and can do the SAAA MPC to satisfy their requirement. I know at one time SAAA were doing it for LAMEs who were not also SAAA members. I assume that continues but could be wrong. That’s why I said might be impossible - was just covering a position I don’t about for sure. You can contact the SAAA on line and ask them. If all has continued as it was when I last checked you can do an MPC as a non member just costs more. Strictly the wording of the rules is that doing an MPC lasts 2 years and you are supposed to do a refresher every 2 years but I have followed this up several times for setting up courses for our SAAA chapter members and this is not what they do in practice. For now CASA allow one course to carry on past two years. That could change at any minute though. I’ve done several courses now and haven’t bothered to continue repeating the same course over and over. The weight and balance module in it is treated separately though and does have to be redone every two years but since you may never do another W & B on your aircraft after the first you could just do one and then never do another.

Nope no precedent at all. Under pretty much every facet of aviation law, in every corner of CASAs world the airlines and everyone else in aviation are in different universes. Airlines vs GA Commercial vs non con commercial ops Class A vs Class B aircraft Greater than 5400kg vs Less than 5400 kg. You could go on for ages about the divisions that in almost every facet of aviation legislation make the two function as if the other didn’t exist.

I suspect it is more complicated than simply writing it in the pilot manual. Jabiru 430s are rated in Australia at 700 kg. But in other places (South Africa I think) they are rated for 760 kg. Exact same aircraft. I had heard that Jabiru would increase the weight with a letter or something if you asked them. So I did. No such luck. Apparently they have not got the ability to just write a note and do it. Have to jump through hoops which I interpreted includes more testing and re-present all the data to someone here in Oz. CASA I would guess and of course it all costs money. Niw id guess there’s less cost to go down in weight rather than up but I doubt it would be free. So I would guess Rans or anyone else is unlikely to spend $ on doing something that probably won’t see any economic return.

This is beginning to take on the mantra “Be careful what you ask for. You might just get it!” Anyone who thinks CASA will give RAA anything without extracting a pound of flesh is living in LaLa Land and we are now seeing the outcome. You might get a few kilos but it will almost certainly be at more expense than you gain. The same to be said for CTA access - if you ever get it, it will be at the cost of loss of freedom from medicals, loss of freedom to do self maintenance and at increased cost. There will be a lot of people in GA world sitting back saying “serves you right. You should have quit while you were ahead. “

Yep. That’s exactly what happened with mine only difference being the cable was the aileron cable not the elevator. Although not not that expensive and not that difficult to replace. Replaced both aileron cables @ $160 ish each plus postage. Easy enough to replace. Undid both ends and stamped the new one to the old one and pushed/pulled the cables through till the new one was in position. And yes - can’t buy them off the manufacturer. I bought one for my autopilot a few years back and spoke to the manufacturers who were very happy and we were almost at the stage of giving him credit card details until he causally asked what it was going into and I said a jabiru aircraft. He instantly went cold and said he would not sell me or deal with me at all. I had to go back to jabiru and order it through them.

I have to correct that statement of mine. I spoke to jabiru and got the lowdown on inspections, replacement of cables etc. it seems although The CASA directive applies to cables with specific stainless steel ends and is a replacement at 15 years there was more to the initial problem that generated that AD. Essentially the problem was related to specific types of stainless steel though CASA initially suggested manufacturers should include all cables with stainless steel ends of any type. Somewhere along the way, the fact it was only certain cables with only certain types of stainless steel in the ends was realised and Jabiru have now removed their cables from the manufacturers self imposed inclusion in that AD. Jabiru now say that the cables have a 10,000 hour life and don’t normally require replacement before that. The likely culprit in my case was the clamp was slightly on the wrong angle and at full rotation of the joystick (in the opposite direction ) caused the angulation of the culprit end outer sleeve of the cable to deform a little. That then allowed it to drop out of the swagged end and drop down exposing the loop of inner wire.

Assume everything is going to be built to the same standard. The costs of building are the same. The costs differences arise from admin and bureaucratic costs. With GA experimental there are some initial aircraft registration costs but then no ongoing costs for it after that. There are yearly aircraft registration costs in RAA. Assuming you are starting with a zero clean slate on the licence side. It’s a lot more to get an RPL or PPL but once you have it there’s no yearly ongoing costs. If you get an RAA certificate you have to pay less to train to get it but you have to join RAA and pay continued yearly fees. The preferred pathway to GA experimental is to join the SAAA and also do their courses to maintain privileges to do your maintenance. But unlike RAA it’s not mandatory. but doing the required Maintenance procedures courses may be more expensive or impossible if you don’t. so there are some ongoing yearly costs. As for for resale value I’m not sure since it could be registered in either you could cross sell it to someone in the other category who could reregister it. My experience is that if it’s maintained by a LAME (as in a GA LAME) the asking price seems to always be higher. Whether the asking price is what people got for it is another thing.

Well it’s an age old debate isn’t it. At what point should the tax payer continue to pay out for something that is costing money (sometimes huge amounts) for little ( or perceived little) return. I think there are probably times when the government (ie the tax payer) should not own and have to continually pay for the running of certain assets when they provide little benefit to few people or could or should be provided by private enterprise. At times they have my sympathy because of the decision is a difficult one. But at times I agree with you the outcomes of selling them off are obvious and should never have been done at all. I think anything which is by its very nature has got to be a monopoly, like regional city airports, should never be given to given to private hands where driving huge profits is the final arbiter of all decisions. Because they are going to screw everyone. Public services where no competition can exist, can’t in any degree of moral fairness be expected to pull profits of the type private companies expect. Lots of Public stuff does not make a profit but is there for the good it produces. As someone said, to paraphrase Yes Minister, “if we’re going to close down xxx because it’s not profitable,I the roads and footpaths must be getting mighty nervous!”

If that’s the type you are after you can get them from aircraft spruce. I got one ages ago to put in the oil drain so I didn’t have to cut the lock wire etc every time. Works very well. But as for a fuel drain. Not sure if you are building and primarily inserting or if you are trying to retrofit one to the drain. Sounds like the aircraft is already built so may not be able to fit them now. The drains were already in the tanks ( when I built mine) already installed at the factory. I don’t know if they can easily be removed and replaced with new drains. The drains I have in mine came with the kit and to take a fuel drain sample require a spike to go into the spring loaded closure part of the valve and then to make everything more complicated all of these are hidden under the drag reducing fairing. What i I have done is made a modified fuel drain - the type you buy from pilot supply shops to check fuel for water and I made an aluminium collar with two lugs at the top which can slot in through the hole in the fairing and hook in the fairing. The spike is pushed into the valve and then a hose clamp around the outside of the lot is screwed up and holds the collar and lugs in place while the spike is pushed against the valve. The body of the drain is then epoxied onto a spout which has a flexible bit of clear hose attached. Scale not quite right but I’m sure you get my point. The spike length and the outer tube of the drain are such that in the the tube is almost fully surrounding the hole where fuel comes out. But doesn’t seal it. Fuel runs freely down drain hose but have to be careful not to kink hose because the drain will still run and overflow at the top if hose outflow is blocked. You get used to the nuances and it worked well. I can use it drain indivual tanks or the header tank under seat ( or all tanks simultaneously if you open all the taps - my model is one of the earlier ones where each tank has its own in line tap as well a single one near fuel pump that cuts off all together.

Not just Howard government. Labour did the same. Anna Bligh (premier at the time) sold Cairns airport to QAL (I think that’s their name but could be wrong ) who also own Mackay and somewhere else in Qld ( I just forget at present) I thought it was Canberra but someone on pilot lounge (Facebook) said that its not. Some private businessman owns Canberra apparently. And to sweeten the deal they overrode local council bylaws and gave them immunity from local town planning and the town planning act. And of course QAL immediately ratcheted up fees and costs. Drove most small operators off the field and almost all the private guys ( including me).

http://australianaviation.com.au/2018/05/qantas-737-held-for-ransom-at-canberra-airport/ Another reason to stay away from Canberra airport. They might hijack your plane and hold it for random!!

Not correct. As long as it’s got a transponder and a radio AND the pilot has a suitable GA licence. One of our flying group is a jab 230 rego 19-4xyz. Fly into CTA regularly. Used to be based at YBCS (class C CTA ) till recently.

I don't have a heater and never really considered it before but I'm noticing the cold more these days. I've always been very wary of venting any engine bay air into the cabin. But was thinking maybe a flexible hose wrapped around the muffler might work and if the inlet of the hose were outside air. But I guess the air flow might be too fast to heat up. Have to have a rapid heat transfer. Does anyone know if you can get metallic corrugated tubing may an inch and a half diameter or so that would wrap tight enough?

Same as the CASA directive relating to stainless steel ended cables - 15 years.

Well, as so often happens - something is talked about on a forum. Never seen a problem before myself. Then next time I go flying the same problem jumps me! Only this time a bit more scary. In fact probably the scariest thing to happen to me for a long time. Took the wife and we were flying along happy as. Showed her how the Dynon autopilot can execute a self controlled 180 degree turn.(to left) As it rolled out I felt a lateral coarse shudder in the joystick. Only lasted a second and I can’t remember if it self terminated or it terminated when I turned the autopilot off and rocked the wings a bit. Anyway I rolled it a bit left and right and all seemed ok. Flew for a few minutes and thought I’d see if it did it again. So same auto pilot 180 turn. Smooth all the way round and rolled out. Thought nothing was going to happen then suddenly felt a buzzing in joystick which rapidly increased to a shudder to a violent lateral movements and now involving the whole airframe. My glasses bounced off my nose. All this faster than I could get my thumb onto the AP disengage button. Once I hit it I pulled power off and continued the roll to the right. Got instantly worse so rolled it to the left and it stopped. At this point we were close to home so made a slow turning descent and landed without problem. Inspected wings, ailerons etc. no damage but left aileron had free movement from neutral to full up position. Locking joystick in position didn’t stop the free upward movement. Clamping a plate over ailerons outer ends however locked the joystick solidly. So not a broken inner cable. Then got missus to hand move left aileron up while I watched the inner end of cable on the bell crank. When the aileron went up the inner end of the cable sheath came apart and the inner came out in a bend flapping free. the cable consists (going from outer plastic coated wound wire sheath toward the inner end) then a cast hub with grooves to accept the securing clamp then a stainless short straight solid outer sheath. Out of that emerges the moving rod attached to the inner wire. In my case that last solid stainless straight sheath had disengaged from the bigger clamped hub. (Which was still clamped solid). When the turn in that direction had pushed it out of the hub the wire inner was no longer constrained and as was pushed back it simply buckled up in an arc floating in mid air. Nothing holding the aileron in place so it started to flutter and took off. I am sure I had aileron flutter given the feeling it was in the joystick and it was lateral coarse juddering. Hate to think what would have happened if it had gone on for even a second longer!! Now got to talk to jabiru about what sort of inspections or potential damage the aileron has ( as well as replace the cable).

Probably is the most important question to ask if wanting to keep the airport as a destination in the back of your mind. My experience is If its owned by council - you will not be able to get it to work after hours if its broke. Even if you ring the number in the ERSA beforehand to check it's there, installed and working you will have to ring the shire/council office and you'll get a young girl who works in the council chambers and probably never set foot on the airfield in her life. (Been there, done that!!!) She will give you no help, false help or just have to transfer you to a groundsman or grass cutter who doesn't answer his phone when he's got it, but mostly leaves it in the shed while he goes to the pub for most of the day. When you do get him, he says he only goes there once a fortnight and vaguely remembers someone he saw using it last week. So its probably working. If you roll up on a weekend and it's not working - that's it. No fuel! If its privately owned the owner will generally be able to tell you if its working, what cards it'll take, how much fuel they'll have when you come through etc etc. And yep if it's broke generally he can tell you haw to get it going or he'll come out and get you some fuel. On the flip side (and what I was thinking at the time) - If its owned by the council it suggests (without certainty but it suggests) the airfield has some longer tenure. The council is not likely to put in the infrastructure if they know they are going to sell it off for residential land. If its owned privately there's a little bit of uncertainty that the private owner may not be privy to the councils plans. Put it up one day - close down the airport the next.

I think both ozrunways and avplan will do the same, somewhere in the bowels of the setup menus. I was in Oshkosh 2014 and a mob had a set of smart glasses linked to an ilevil brand module which gave you highway in the sky set of boxes in the glasses. You had during set up put in the parameters of your aircraft, it knew the winds and stuff and if you had an engine failure if you flew through the boxes it took you to final on the nearest. If there were none it gave a warning and left it to you decide where you’d go. I must admit haven’t seen anything of them since so maybe not as good as it was painter by the sales guy but it was claimed to work.

Is it a council driven installation or a privately run one?