ruffasguts

Hi can anybody tell me what sort of compression readings you could excepect from an 80hp 912 and also how much variation between the cylinders, thanks Keith.

Mick W

Can a 80hp 912 rotax run on condition in a RA 24 registered plane, can some one please explain this to me, thanks Keith.

Mick W

Thanks Mick. Not quite that stupid yet though. LOL. I tried that one. I think it is strange that it is only on 122.5. Hey Mick when you changed the Tachometer does it need calibrating? I only get 2800 revs even straight and level. At 2600 indicated today I was cruising at 100 knots. She ran sweet as today. Looks like you got the right cylinder. LMAO

Mick

adjust the squelch on the radio

Mick W

I don't think we can blame GA privileges at this point. We are limited to day VFR, outside of controlled airspace, a maximum of one pax, aircraft less than 600kg, etc. This compares with GA that can fly over 10,000ft, into controlled airspace, carry multiple passengers, fly aircraft up to 5700kgs all on a basic licence. To that they can add night VFR, retract, aerobatics, CSU, pressurisation/oxygen, IFR, turbine, and so on. Hell, you can even chuck parachutists out on a PPL! We're a long way off what 'they' have and we still can't manage. I think we need to take a look at ourselves and what we have before we blame our problems on something that is just a pipe dream.That said, if the reason we have let our house get out of order is because we are too focussed on gaining the extra privileges then that's a slightly different argument but it still means that we have the wrong people at the top that are paying attention to the wrong things. I can't see this being the case though, I don't think anyone at the top has been paying attention to much at all be it maintaining what we have or trying to get access to more. I have seen no evidence of strategic thinking that would guide such a thing.

 

Either way, we need change. I won't tell you who to vote for but if you're in NSW then you have a choice, make it count...

 

Cheers,

 

Michael Monck.

Mick Wright

I believe that there is a crying need for 'regional reps.' to represent the organisation to regional authorities: to fight airfield closures etc., generally promote the activity (and I want to see us evolve to something that is broader than just 'Recreational' aviation, but in fact part of regional area support infrastructure, so people can use RAA-class aircraft to deliver goods and services).But the Board itself, should be based on filling a nominated set of skills. We need people with Compliance, 'Governance', Financial Development, Public Relations and even political lobbying skills. We are not outside society, and we need to be able to operate effectively within the environment of society. Look at, for instance, the motoring organisations, and you will see that all of these skills are necessary for them to be effective. We are no different.

RECREATIONAL aviation is what Raaus is all about, the means to and end mentality belongs in GA , is this where we have gone wrong wanting GA privilages on a pilot certificate

Mick W

No doubt somewhere it is written that every aircraft must have a compass but I cannot find where.My problem is that I want to install a more aerodynamic canopy but to do so I would have to remove the fluid compass on top of the dash & because of all the other installed gauges, I cannot fit an in-dash vertical card type.

 

I have a GPS that has a compass display screen, plus I also have a small back up GPS that also has a compass display and not to mention the smart phone in my pocket that also has a compass feature.

 

Can anyone enlighten me on the actual requirements and whether electronic compasses are recognised as being suitable.

Civil Aviation Order 20.18 - Aircraft equipment - Basic operational requirements (02/12/2004)

magnetic compass required

Mick W

I'm very familiar with the Belevelle washer spanker, however I've never seen them used to keep the torque on a wood, or any other prop for that matter, and that is not what they were intended for. And obviously if you review the photos that deadstick posted, you'll see that they don't work very well in that application either.Probabily the same engineer that came up with that idea, did the rest of the engine also .........Maj...

so if it was the same engineer, may be he got the engine right as well

Mick W

RECREATIONAL aviation is what Raaus is all about, the means to and end mentality belongs in GA , is this where we have gone wrong wanting GA privilages on a pilot certificate

Mick W

Ordinarily that would be my approach too. If only I had a tenner (inflation) for every discussion I'd heard about naming something during the dreaming stage and which never got built ...But you have to provide the Manufacturer and Model names on the Registration Application, and with the way Regos are at the moment getting that underway and in the system might be a smart move.

 

Other considerations are having a name to refer to it by in discussions like this one, and throughout the hundred thousand words that have been exchanged between me and the 'other party' in the last few months.

 

And - as has been discussed during those negotiations, a well established product name is one of the few things available to offset the complete lack of protection for the designer's IP when offering kits. In earlier years, and still with 95.10, you have a Kit Approval which is registered to a particular person and so that person might be able to have imports of un-Approved copies blocked from being imported, at least to ICAO member-nations. Now there is no Kit Approval process for 95.55 (only a NKET 51% compliance evaluation if you want to have it done) so the best way to protect your IP is to get the name known and build manufacturer/product loyalty and publicity from as early in the design and testing phase as possible so that at least people in the industry and future customers will know who built the Original, and who is doing the copying. So having a good and easily recalled product name is necessary, even at this early stage.

Mick W

back againwe have made the top of the cowl alum for easy removal, bottom of cowl was Garrys fibreglass cowl but we had to cut and shut it to fit

sides of fusalage at firewall is removable both sides this gives us complete access to brakes ,fuel pumps steering mechanics, tank fittings

 

next week start preparing for painting , avionics are being wired and the upholsterer will be starting cabin fitout

 

Cheers gareth& Craig

Mick W

What classification is a 28-XXXX rego?I can find 10, 19, 24, 25, 32, 55 listed but not 28.

the old amature built VH registered transfered to Raaus

Mick

Thanks Mike. Looking back it was quite funny really, I received the expression of interest by PM just a couple of days after the troll thing and so I assumed it was the troll playing his games again. So I politely gave the interested party the brush off! Gladly he persisted and introduced me to a local friend who vouched for his credentials ...On another note, and regarding something of a revival of the more affordable branch of aviation, I've been chatting with David Young, who for a couple of years ran an internet eZine called Flying for Fun and which I thought was excellent. David also ran Perth's Superlight Aircraft Club of WA (SLACWA) club magazine for several years and it was of equally high standard. Anyway when I tracked David down again a couple of months ago I asked if the FfF mag was still running and he'd not had time, or received sufficient advertisers to keep it going and was concentrating on his other writings.

 

David was kind enough to send me all the past copies of both mags on a disc and has given consent to re-publish anything from them, which I will start doing shortly when pressure of work eases up a bit. But far more exciting, David, who is a dyed-in-the-wool Rag and Tube man has agreed to get a new mag called Rag and Tube up and running. David is currently doing an advanced writing (or whatever it's called) course at uni and is using the development of the new mag as his thesis, he sent me a copy of the cover which looks great, and it's dated July 2013, so maybe that's his target publication date.

 

The main point is David can't spend all his time writing for this new mag so he's said it's to be a reader contribution type of affair, so Light Flyers, get writing about your exploits! And also finding articles about the ultralight side of things, historical maybe, building, designing, whatever's good reading. Maybe Flyerme will agree to serialisation of Jack's diary to get things rolling?

Mick

I'd start by removing the electrical system and hand starting, if the 120 is so equipped. Here's my lightening list:

• Remove battery and starter motor.
   
   
  
• Remove lights and associated wiring.
   
   
  
• Remove any interior lining/furnishing.
   
   
  
• Remove flight radio. Replace with handheld + intercom.
   
   
  
• Remove any seats and replace with lighter wooden or plastic ones.
   
   
  
• Remove instruments. Replace with RAA minimum + existing engine instruments.
   
   
  

 

 

That would be about it before you started to get fairly drastic... such as replacing the heavy twin magnetos with modern CDI, for example. The options are in order of preference; easier, bigger savings first and harder, more marginal savings later. The seats and furnishings may be a good first item, though, as they shouldn't affect the CG much (if at all) and will likely net you a reasonable weight saving for minimal outlay and effort. A good example of a lightweight seat would be an old plastic school seat, lightweight ply construction or beach style metal-framed suspended fabric setup.

 

The empty weight of a 140 is 404kg, and a 120 is more or less an economy 140... so you should be able to come in a fair bit under 404kg empty by removing a few things and replacing others. If you tallied it up you might be surprised at the amount of weight you could easily strip off without too much compromise.

 

Given the base weight of 404kg and a fuel capacity of 95L/70kg, you have a stock usable load of 126kg after fuel. If you remove the starter and battery that may save you as much as 14~15 kilos. that would increase your usable load up to around the 140kg mark. Lop off lights (we're day VFR only, after all!) and take out the wiring and switches and you might save another 5kg for 145kg usable. Reduce fuel capacity to 80L operational max via dash placard and gauge mark and you would save another 10kg for 155kg usable. After stripping interior furnishings and replacing the seats with lighter ones you may well be able to convince the RAA that you have a legal two-place aircraft.

 

Cheers - boingk

Mick

No advantage unless you want to pursue a GA licence at some point down the road. Even then, you could still just do your GFPT then. I have a GFPT and an ASIC card... they both sit in the bottom of my drawer unused.

 

10 hours flying time in an RAA registered craft, minimum 1 hour solo time.

 

Yes, RAA is not a transfer so much as an additional certification. You keep all your GA hours in your logbook and they will still count in the future. Depending on the timeframe (we're talking years here) you may need to complete an instructor check and a new ASIC card or medical.

 

No implications as far as I am aware... not really sure what you are meaning in this instance. RAA aircraft are able to be flown with either a PPL and above or an RAA Flight Certificate. It is the RAA equivalent of a PPL, and limits your flight to daytime VFR, 1 passenger, craft totalling (mostly) not above 600kg MTOW, flight not above 10,000ft and within Australia. In other words... a fairly good chunk of airspace!

 

As I mentioned before, I did my conversion to RAA from GA at GFPT level after deciding not to pursue a CPL career but still wanting to fly privately. RAA was the best option for me, and I think for most people. It is cost efficient and much better on the side of aircraft ownership, eg no $5k 100hr checks from a licenced aircraft mechanic, simply get your Level 2 cert and do it yourself.

 

I would recommend the closer place with more aircraft... not that I am familiar with either but that sounds like a good recipe for flying regularly. Flying regularly is the key to getting things done efficiently, or you simply spend 50% of your flight time becoming reacquainted with the craft.

 

At 6'5" you may have some trouble in some RAA craft - I am 6'2" or 3" and find a Gazelle, for example, to be fine on headroom but very tight on legs; a 2hr flight is all I can manage in one and I'd rather 40~60 minutes. Ask the instructors what is available and if you can see what you fit comfortable in. Make sure controls are not an issue while you are doing so - ensure you get full range of movement without having to adjust your position greatly, or preferably at all.

 

Cheers - boingk

Mick

Hi dazzaI have owned many raa aircraft and ga as well and still have a 150 my lame has always checked out airframes very carefully for corrosion so SIDS wouldnt bother me at all as I assist with the annually so I can see just what he does and all lames shou

D have been doing the same for the astanomical amount they charge for a annual

Mick W

I like it!! Altho. I think that rather then scrap it it should be lengthened to say 3 years? I don't like the idea of an ac being unused for a long time and still being airworthy.

cost of compliance will make a lot of these aircraft worthless .100 series has 208 pages of inspections and compliance

Mick W

I'm looking forward to seeing how things pan out when there are a lot more replies.It looks like ruffasguts is getting quite good service out of them, but surely it shouldn't be necessary to pull the heads off every 100hrs to keep the things purring. I thought it was mainly hellies that had high maintenance?

Good on him if he's got those hours out of them, but surely if the manufacturer claims 1000hrs between overhauls, one should not be expected to give a head-*** every 100hrs.

 

Yenns reply was interesting, in that he appears to have had few problems until he was unable to get avgas, maybe they run cooler in the head area with that fuel, and that gives the valves and rings an easier life.?

 

I sometimes wonder whether an additive like Redex upper cylinder lubricant in the fuel would be an advantage, and keep things a bit better lubricated, reducing friction heat?

Mick

3 j170s doing 500hrs/year in flying school oil changed every 25 hrs run only on avgas inlet and exhaust checked at every leak down done every 100hrs any minor leak detected by listnening even with leak downs of 75/80 head removed valve lapped (1 hrs work) engines removed at 1000 hrs with compresions above 70/80 no valve failures in 3000 hrs

Mick

How good, Mick? What mark is it? What have you got under the bonnet? Will you be at the Auster flyin?I honestly think that if the situation with RAAus isn't sorted at this meeting a lot of people will walk away in disgust. The Board Exec have had years to get the basics right and yet they have gone backwards in recent times. Something stinks at the top and sooner or later it will all come out.

 

Kaz

VH ABS (owned since 1984) J1B Gipsy Major the auster rally depends on work load may take the Thatcher (quicker)

Mick

MickYeah I know, but what do you do? Not voting at all similarly doesnt represent the views of the person and measn that you get what you get and nothing you can do about it? If you discuss with a proxy holder there a better chance of getting what you want than not voting at all isnt there?

 

Hows that Auster going?

 

Andy (who used to be in the hangar opposite you before the freeway was put in! Yellow Trike then J230)

the auster is good

I agree we have problems but i would prefer this meeting to be an info collecting exercise motions moved but not voted on till next meeting at natfly then we can all give an honest vote

Mick W

Pylon500There are no predefined motions. I was rather rudely and abruptly told that the unconstitutional motion that Gavin and Myles thought up between them would be a motion on notice and that it would be sent out in the secretaries letter taht we recieved a few days ago, but as you can see from Middo's letter there is obviously a lawyer checking what they do now, and unsuprisingky the motion that was going to be on motion now no longer is......

 

As such the only possible way to provide a proxy now is to rule out the 2nd option and go with the "Vote as sees fit on the day".

 

Which is logical, communications with the board sucks and is just waffle instead of warts and all as we would expect, and as such until we know how good or bad things are we cant know what to put forward as motions yet.

 

Andy

Mick W

Slightly off my original thread but I am trying to find how a Ralley Club MS880B (Listed for sale) is able to be registered as a RAAus aircraft.These aircraft have an empty weight of around 490kgs and MTOW of around 780Kgs. This would mean that as a minimum would be single seat and very (litttle) fuel.

Mick

been hand swinging for 30+ years HE WHO SWINGS THE PROP CALLS THE SHOTS could be god in the cockpit but i still rule

During the months of June thru Oct this year, wife & self will be touring around Oz (Perth/Bris/ Syd/Mel/Adelaide/Alice/Darwin/Perth) in a fifty-year-old Riley Elf towing a 'flipper' camper trailer (literally & figuratively we'll be the turtle with it's home on it's back, but what the hell, we got lots of time!). The 'raison d'etre' is to visit rellies & friends, participate in a National Riley Rally in the Barossa in Aug and to visit as many interstate airfields/flying clubs/aviation museums/restoration projects etc as possible, both to put faces on names that I've met on this forum and to meet/make new friends. In that regard, I'd be most grateful for advice from fellow forumites as to what may be happening in the swamps and ridges (aviation-wise) around your area at any time during that period so that I can start working on a flight plan......fly-ins, Club days, a local show with aircraft on display, $100 hamburger mornings, monthly meetings etc, anything at all that pertains to low & slow forward levitation. If anything comes to mind over the next couple of months I'd be grateful of your PM'd advice. To my sadness (and the wife's great delight), there isn't room on the top of the camper to carry a folding-wing, single seater...life's a bitch eh? cheers Riley

caravan park on airfield at Gawler next door to barossa

Mick W