M61A1

The problem is in the interpretation. Sometime the manual leaves much to the interpretation of the maintainer, and that is where some sense and experience is required. I have seen maintainers make items unserviceable for "corrosion" because there was a reddish discolouration on a stainless steel part. It clearly wasn't from the the part in question and wiped of with a rag, but once written up a fix and a reference must be also written up. It would be interesting to see exactly what was found and also what the limits are. Without seeing it, it's hard to determine whether it was an issue or whether someone was just making it an issue. Given that CASA had no concerns might give you a clue.

Another article here.... Airline Regional Express (Rex) temporarily suspended ASX trade on Monday as it hit back against claims of shoddy maintenance practices. A 17-page document sent to the Civil Aviation Safety Authority by the Australian Licensed Aircraft Engineers Association raised concerns about a “culture of fear” at Rex and urged CASA to revoke the carrier’s authority to service its own aircraft. Among the allegations made by ALAEA, was that Rex committed serious breaches of safety regulations and discouraged employees from reporting mechanical defects. The document was received by CASA in late May, and a spokesman for the regulator told The Australian they were taking the allegations very seriously. “We’re still working our way through the document and as yet we have not found anything that would warrant immediate attention, but it is an ongoing process, and one that will be addressed thoroughly,” he said. The company’s shares resumed trading on Monday morning after a brief pause. Shares 17 per cent dropped to a 22-month low of $1.16 during the morning but by mid afternoon had recovered some ground to be down 7 per cent at $1.21. Among the avenues open to CASA as part of the investigation was increased surveillance of Rex’s work practices. In Rex’s statement to the ASX, chief operating officer Neville Howells said ALAEA had advised the airline it was CASA, not the union, that made the complaint public. “Realising that these baseless accusations are not getting any traction, some are now taking the despicable and cowardly approach of launching anonymous malicious attacks on Rex,” said Mr Howells. “Rex had already invited senior management of CASA on June 18, to have a full briefing on the matter as well as to discuss the professional failings of the disgruntled engineer (who authored the document). “We believe that our safety culture, as part of the Safety Management System is second to none.” He went on to say CASA had even written to Rex on May 22 to advise that the regulator had no current safety concerns with the carrier. “CASA is satisfied that Rex is meeting all of its obligations,” said the letter which predated the engineer’s complaint. Mr Howells said it was now up to CASA to decide if its safety culture was lacking in any manner. Two years ago, Rex made headlines worldwide when a propeller came off a Saab 340B aircraft mid-flight, landing in dense forest southwest of Sydney Airport. As a result, additional inspection steps were added to propeller shaft worksheets for aircraft engineers, although the problem was ultimately the fault of the engine manufacturer.

When I spoke to them at Avalon, they were looking at LAME/L2 maintenance for training aircraft only and owner maintenance for private ops, although it was suggested that CASA may decide otherwise. It’s a pointless exercise if they get 750 kg but need LAME maintenance. It’s not like the aircraft are any more complex. We need simplicity, but we will probably get the opposite.

or worst?

The general idea is that you have to have built 51% of the aircraft. What you are talking about is assembling, not building. Approved kits have been assessed to ensure that they meet this requirement.

Have a read a bit further down past the first line of the SI you quoted..... Also the events of the OP could easily be explained by excessive water in the coolant mix, lowering the BP and boiling off at localised hot spots and especially so if the cap is not holding pressure. A high risk.

You seem to be concerned about the expense, on that basis, why would I throw it out when it’s all working perfectly? Also, if you read the SI it says you can mix glycol coolant with the Evans. Realistically, if you’re stuck, you still need coolant, you can’t just add water because it lowers the boiling point excessively. If I can get coolant at a servo, I can change it then and there. Not a big deal.

It was recommended to me, so I gave it a try when I first got the machine going. I had no coolant temp sensor initially as well, only CHT, that has since been changed. Had no reason to change it yet (200hrs in 13 months) as it generally runs quite cool even when it's 40°C OAT I have already made the decision to replace it with my preferred coolant and water if I need to change it. According to the Evans people, it can be mixed with water for a "get you home" scenario.

That is 100% correct. The heads are the only bits with coolant passages and there are no head gaskets. I use Evans waterless, it doesn't leave much visible if it leaks in flight, but is easily seen during a ground run, also has a distinctive smell. Another giveaway.

Pull the cowls off and ground run it. Once it's up to temp you may be able to see the leaks. If it's leaking past the pump seal you will see it at the weep hole at the back just in front of the water pump on the bottom. Check your cap is sealing properly and that the elbows in the heads aren't weeping. Check your bottle overflow in case it's syphoning. Important to get temps up so the system is pressurised, otherwise you won't see the leaks unless there is evidence of coolant inside the cowl.

It's the spring that returns the piston , of course......Maybe see a doctor about your failing sense of humour. (I believe the post was in jest....as is this one)

Funny you should ask that....The French and Germans actually came here to see how the Aussies do things, because apparently we fly many more hours than any other country that has them.

I know of two in the last 10 years, but the biggest difference is the outcome. The complete contrast of a tiger parked neatly in the paddock after a precautionary landing because of a wire strike and a Huey laying on its side rolled in a ball says a bit.

No, I’m assuming that the aircraft is quite capable because others are using it in the manner it was designed for.

I found this in the back of a 1978 defence safety mag. Wire strikes.pdf Wire strikes.pdf

I'm fine with my daughter joining the ADF, if anything they'd baby her too much, which I doubt she would appreciate. Not much going down in Afghanistan to be sending tigers for. The French have been using theirs over there for years now, in any case.

What's your point, and what does it have to do with a pilot having a wire strike and keeping his job? I notice also despite two full on wire strikes with nothing more than superficial damage to the aircraft, none of the 'knockers' have had anything to say about the safety of the airframe.

I would suggest that it's not, but the usual method is to promote them upwards and away from where it is perceived that they will do harm (which of course puts them in a position where their incompetence affects more people). Currently it is my perception that if you are the 'right' gender you will get away with almost anything in the ADF, but if you are the 'wrong' gender you be out before you know what happened for any perceived transgression.

You are clearly unfamiliar with how they do business then.....

He has the same desk as before with two MFDs in front, cyclic and a collective lever.

As usual, you’ve perfectly illustrated exactly what’s wrong by describing how it works.

I didn't mean just figure 8 the existing holes. I meant use a drill size that picks up both , while maintaining correct alignment which might mean going up a 5/16 fastener such. Whatever is easier for you. Like this....

Hey Mark, is there any reason you couldn't just drill a fresh hole at 90° to the old hole? Or you could step up to a bolt size that picks up the old holes when it is in the correctly rigged position.

Probably why the QLD govt is going broke. I drove from the Tweed to Brisbane a while back and counted 5 cameras between Southport and Loganholme. Two fixed and three mobile. When they first installed a camera on the "up" section of the Toowoomba range, apparently an American visitor was heard to say something to the effect of "why do you guys put up with this sh1t? If that was in the states, someone would have shot that up by now". Us Aussies are an apathetic bunch.

VH-BAR at the Wilsonton... not sure it's real though