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Dafydd Llewellyn

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Dafydd Llewellyn last won the day on November 14 2014

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About Dafydd Llewellyn

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  • Birthday 27/08/1941

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  1. Hi Dafydd I am interested in finding out if MARAP can get the MTOW of my Jabiru LSA 55 3J increased.. It was an LSA 55 2J certified at 430 MTOW with 1600 engine, 50 L tank, etc 230kg empty weight. Now it's a 3J at 269 kg empty weight. The aircraft was upgraded in 2003 under engineering D Llewellyn EO 96 EO 87 + CASA letter. My email is [email protected] Best Regards John Martin
  2. Hi Daffyd, A friend of mine Steve Donald suggested I talk to you about getting my wing extension get checked out by you. I bought Steve's Aeropup and have just extended the wings. I now have a 30foot wingspan Aeropup rather than a 27 footer. It has a 19 rego. Is there a number I can call you to discuss having an engeers review. My email address is [email protected] Mob 0432341681 Tony Loeffel.
  3. Thanks, Kaz. This might be an appropriate point for a little history lesson: In 1993, the Howard Government had, in its election platform, the introduction of an "American-style experimental category" into the Australian Civil Aviation Regulations; the SAAA and AOPA had been pushing for this, for decades. The Howard Govt got into power in 1994; and in 1996 the then Minister, John Sharp, set up the Review of Regulations; and one of its marching orders was to make good that election promise. The American Experimental "category" exists because the U.S. constitution gives the individual the right to elect to take a risk, if he so chooses. Australians wanted that same right, in regard to recreational aircraft. The US experimental "category" appears in FAR Part 21, regulations 21.191 thru 21.195. (They are, nowadays, in the same place in CASR Part 21). However, Australia did not have a Part 21 in its regulations in 1996, because the people who wrote Australia's CARs did not dream that anybody here would be so silly as to to actually build an aeronautical product; the regulations were written about importing such products and maintaining them. (Oh, there were a couple of makers of wood propellers, but they were covered by ANO 108.28 and 108.29-which still exist, by the way). The whole thrust of the CARs was paternalistic - protecting people from themselves, whether they wanted this or not. This was almost a religion within DCA/CAA/CASA; and the problem was (and still is) that the experimental provisions turn that completely upside down; they are based on voluntary acceptance of risk - just as is slowly becoming recognised for any "inherently dangerous" recreational activity, as is shown by the precedents set in NSW by Campbell Vs Rodney Victor Hay, and Echin vs STGC. So we have this little "bubble" of rebellion (or freedom, take your pick) buried inside a vast body of wholly paternalistic regulations that are fundamentally designed to protect Auntie Flo when she flies off to visit her grandchild. Some people have difficulty in grasping this temporary reversal of gravity as one passes across this little section of the CASRs. So ANY aircraft that is essentially "experimental" in nature - however disguised by an E24 or a 19 registration, or by any other means, should have a prominent placard stating that it does not comply with normal aviation safety standards, and persons flying in it do so at their own risk. (I wanted the words "Abandon hope all ye who enter here", but I was overruled, and the message is toned down more that I think it should be, but a message is required to be there). This also necessitated that CASA be given an immunity to negligence in regard of these aircraft, in the form of CASR Part 201.003. The message has not yet fully seeped through to the courts (edited - Mod) - or, indeed to the drafters of the Jabiru engine Instrument, in that they included experimental aircraft. But it is quite clearly evident in CASA Advisory Circular 21.10; and anybody who is still having trouble with the whole idea should read that AC. (edited - Mod) Some manufacturers in the U.S.A. wanted to be able to sell what amounted to sub-standard aircraft as fully-manufactured products rather than as 51% rule kits; so they sought a half-way house - the first attempt was the Primary category; but the sole example with an FAA primary category TC was (and still is) the Australian Seabird Seeker. So they tried again, and the "consensus standard" put out by the ASTM was the result - and this made things a lot simpler for new entrants to this manufacture industry; but make no mistake, these are sub-standard products with a limited imprimatur, and limited application. They are only a whisker above experimental, and if you modify them without the manufacturer's consent, (or if the manufacturer ceases to exist) they revert to experimental.
  4. All true - but probably not relevant. Basic reason for V engine.
  5. Multiply the pressure load by the leverage ratio of the "ears" of the cylinder flange; it's not a direct load path. The flexure of the flange also puts bending into the bolts.
  6. This is CASA you're talking about, remember. Jabiru holds the Production Certificate, so it's Jabiru they talk to. Q.E.D.
  7. Camit make (to order) either an experimental "core rebuilt" Jabiru engine; or a CAE experimental engine. They are the same thing, physically, because it is cheaper for CAMit to repair the Jabiru engine by 100% "repair by replacement", than to reclaim parts from an existing engine. What that means is that when you take your old engine in, the whole thing goes into the bin, and what you get is 100% new parts. If you simply order a CAE engine, there's nothing to put into the bin - that's the difference. You can check the details with CAMit, but that's my understanding.
  8. I've been pointing out the risk of this for some time. If I had a -D model Jabiru, I'd be ordering a CAE engine for it and shifting it to E24 registration ASAP.
  9. Pardon, but are you not confusing cylinder head cracks with cylinder base cracks? Or have I missed something? No, as far as I know, Jabiru is not working with CAMit; and moreover, CASA have not made any contact with CAMit since this draft Instrument was issued, other than to verbally confirm that the Instrument did not apply to CAE engines.
  10. You forget that the British industry was working on Government contracts - and there was a war looming. Jabiru has neither of these minor circumstances to help it.
  11. They could hardly be inferior, since CAMit make the originals - apart from outsourced parts.
  12. Do you not understand the difference between an engine made to one set of drawings and specifications, to one made from a different set? The Jabiru 2200 C, I say again (and again and again) has a Type Certificate issued by CASA. That TC refers to a specific Master Drawing List (it's on page 4 of the TCDS). Every Jabiru 2200C engine made by CAMit has to conform to that Master Drawing List; and CASA manufacturing division make sure it does, down to the last detail. Much the same applies to the other Jabiru engine models made by CAMit. All those engines have a Jabiru data plate. The CAE core-rebuilt engine is a Jabiru engine with modifications; there is a master drawing list for those modifications. It has a Jabiru data plate plus a CAE modification data plate, to specify the modification status. It looks virtually identical to a Jabiru engine, apart from the alternator. CAMit were also scratch-building essentially the same thing as the core-rebuilt engine, but not starting from an existing Jabiru engine, and that has only a CAE data plate. Because of the obstructions, these versions will now not be taken to certification, as far as I am aware. I assume they will continue to be built to order as experimental engines. Ian Bent is now concentrating on an engine that cannot be claimed to have any conflict with Jabiru IP. The intention - if it can be realised - is to take that engine through ASTM 2245. I can't make it any simpler than this. Dafydd I know you had said that but as everyone keeps quote regs on here I was looking for something in writing. So is Ian Bent. It's only verbal from CASA so far; we're all waiting.
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