Jump to content
  • Welcome to Recreational Flying!
    A compelling community experience for all aviators
    Intuitive, Social, Engaging...Registration is FREE.
    Register Log in

Scotty 1

  • Content Count

  • Joined

  • Last visited

Community Reputation

158 Excellent

About Scotty 1

  • Rank
    Well-known member

More Information

  • Aircraft
  • Location
    West of Kempsey
  • Country
  1. Scotty 1

    Scotty 1

  2. How dear are the brake shoes or pads? I know I would just replace both sets.
  3. Done the survey now let's see if and when we get a response from the company.
  4. And as in politics "The people have spoken, we have a Mandate" A good spin doctor will say "The vast majority are happy with our direction and performance " even if the positive responses are as low as 65% of the members surveyed.
  5. PapaFox and djpacro thanks for your informed information. Copy and pasted: 6.55 Exercise of privileges of flight crew licences etc (1) A person who holds a security designated authorisation must not perform a duty that is essential to the operation of an aircraft while the aircraft is in Australian territory if the Secretary: (a) has determined that the person has an adverse aviation security status; and (b) has given a copy of the determination to the person. Penalty: 20 penalty units. Note: A pilot licence, a flight engineer licence and a special pilot licence are security designated authorisations—see regulation 1.08 and the Act, section 74G. (2) Subject to subregulation (4), a person who is over 18, and holds a security designated authorisation, must not perform a duty that is essential to the operation of an aircraft while the aircraft is in Australian territory unless: (a) his or her aviation security status check is current; or (b) he or she has requested an aviation security status check. Penalty: 20 penalty units. (3) For paragraph (2)(a), a person’s aviation security status check is current at a particular time if: (a) it was carried out no more than 5 years before that time; or (b) he or she has requested that a new check be carried out; or © within the previous 2 years, he or she underwent a background check for the issue of an ASIC. (4) If a security designated authorisation is issued to a person who is under 18, subregulation (2) does not have effect in relation to him or her until 3 months after his or her 18th birthday. (2) says it all.
  6. I was told an alternate must be planed for every flight. The example given to me was if there is an incident at your destination, whether it is a private strip or not, and the runway is closed you need an alternate landing site. I was told it is one of the requirements that an ASIC must be carried with you in the plane on every flight. Once again I ask if there are any Instructors or CFIs that can confirm or deny that this is now the policy of RAAus.
  7. I was told by a CFI while doing a BFR that an ASIC is required in case I have to divert to an alternative landing site even though I use a private strip most of the time. Are there any instructors or CFIs that can confirm that is or isn't the new directions from the top?
  8. Trouble is that's all the public get to hear or read and that damages our reputation as responsible flyers.
  9. From the Peterson Aviation site this may help. AUSTRALIA To order STCs in Australia, contact: Dr. RJ Hodges PO Box 84 CHURCHILL Australia 3842 0407-360844 0356-292517
  10. I have had a CFI stop the fan in a glide approach from base. We had already been doing circuits and we were not lined up to touch down on the piano keys but well after them. I felt it was a very safe situation and appropriate action as we were training for that very senerio. He restarted at about 100 ft which disappointed me as I wanted to continue with the dead stick landing. He said he was happy that I could have landed dead stick but for safety would restart the fan. In the right circumstances I believe that is appropriate training.
  11. Just had a count of the engines I have around the farm, from 2stroke leaf blowers and chain saws to diesel tractors, 17 in total. No 18 with the plane, guess I had best spend next week checking the head bolt tension on them if that is what is needed. If it's to be an on going requirement I guess it will be a couple of days a month from now on. Thanks for letting me know the accepted standards 01rmb. Now can you tell me why the head bolt tension needs to be checked so often, and not just because it said so in the manual?
  12. I agree Nev, I have seen a lot hotter. I don't believe the engine has been overheated which leaves the question as to the recessing of the head that would lead to loss of tension. A lot more pronounced around the area of the blowout, but still recessed on the opposite side. A lot more will be found with a tension wrench and a full strip down and inspection. That would also answer the question as to whether it has been inhibited correctly. Too many indicators in the bore for my liking but that may be from failure of that head. The condition of the other 5 pots will tell the story. An inspection by fully qualified people, not people on a forum looking at pics, is what will be undertaken. I merely put up some pics and asked some questions to see if it is a common problem. It doesn't appear to be that common with these engines. I hope we can all get some positive answers especially for the owner.
  13. Would you agree that a pull through by a independent test pilot as well as the owner would show a soft cylinder? Does the manual say to re-tension the heads at between 5 and 10 hours? Would you suggest that as part of the pre-flight the heads should be re-tensioned before each flight? If the head bolts loose tension that is a seperate problem. Remember this was the third test flight. Why is it so hard to believe that something caused a hot spot in the head which caused localised heat that has resulted in a warped head losing the seal between the head and cylinder in a very localised area and created the blowout. Remember how a oxy cutting torch works? Have a close look at the pics again and show me any signs off overheating other than very localised. To the people actually involved with this engine, the question is what caused that localised overheating. There has been some very informed responses that have probably held the answer, but I wonder if we will ever have a positive answer. A full strip down may provide further indication of the condition of the internals that may lead to assumptions but it does appear that it is not a common problem or it would have been seen before. Once again, thanks for all your thoughts. Any more news and I will post again.
  • Create New...