Steve Donald

I know what you mean Steve.I used to visit many US Sites, and was a little concerned at the lack of English skills shown.

Sometimes I see similar incoherence here, and realize it is driven by frustration, I agree.

 

There are good and bad L2's, we just need to maintain a dialogue between all, not so much to name and shame, but to let them know that they should try harder, not cut corners, realize this is NOT a way to make a living (unless you are really good) and that we do it for the enjoyment of working on aircraft.

 

I did many years in the RAAF, and then as many years working at Bankstown.

 

If we allow the L2 position to become as complicated as LAME, we have priced ourselves out of existence, just like GA.

 

If you are an L2, take someone under your wing and teach them (but make sure you know what your talking about first!).

As for making money out of it, not worth the effort for many, It bites into your own flying time. and the older I get the less time I seem to have, strange but true. As for English skills I dont care to much about it now and enjoy making errors, 5 years of writing Court Reports SBR's ECT, has left me somewhat relaxed in that area when I type.

Rubbish. That may be what the rules say. I can assure you they are being floated... If Ra-Aus had of audited they would know.If what you quote is what CASA requires then we really are much deeper in the poo than even I thought. Basically a BIG chunk of the fleet is non-compliant.

As for LAMES and L2 maintainers both maintain education on types they work on it is a perpectual learning environment. as it should be, methods and materials change as does the faults that are detected, the majority by far are dedicated to safety and good work , they would also read these forums I also suspect they would take note of who says what and black list them for any work, I hope they do as it is Insurance is High cost I am sure this sort of slagging would affect these cost including hull insurance if they believe what they read posted by some. Lets work toward positive improvement ok we failed Audits it is being fixed, humans make errors RAAUZ is ours look after it, This is the only way forward, I hope this will make sence to some or will all will end up with large expensive garden ornaments, bugger the spelling check i will just post it as is. Happy Flying Steve

The U/L (and other European motors suitable D-Motor, Metalwork etc) would need to be certified before even an STC mod could be considered.Does anyone know if the importers/factories of any are considering Australian certification?

A couple of things:All engine hoses containing rubber-like compounds have to be replaced about every 5 years (for VH aircraft). It's not a bad practice to follow in RAAus planes.

 

If you use rubber-like compound hoses forward of the firewall, you should cover them with a fire resistant cover called Fyresleeve.

 

OME

This also includes all rubber oil lines ie to coolers and filter mounts, even the breather line

Investigating purchasing a GT500/Bantam and would like to touch base with any owners in SE QLD. It would be great to hear some opinions and possibly inspect any local aircraft. Thanks email is [email protected]

Well after only two years of flying the thrill has past, I've decided to hang up the flying jacket & go back to boating. I'm not sure what happened to the need to fly like i used to have, could have been the recent spate of aviation related accidents. Thanks to all the people who offered encouragment while I was getting my pilots certificate.Hopefuly the urge will return.

Pete

Last time i did that mate i got caught in a storm off Kangaroo Island SA, thought i was a gonna for sure got the boat back in to the Cape and sold it the next week. I then purchased an Aircraft again, i love flying over boats in crap weather ha.

Accidents are a fact of life and yes they can have the uncany was of happening in spates, but even during these periods you are at much greater risk of injury or worse each time you drive your car. this is fact.

Do some time with a good bush pilot learn their methods precise landing, off field as well, it all builds confidence choosing tracks that traverse more friendly ground, enroute planning ect forward thinking know where the wind is and take note of paddocks and tracks that maybe useable at all times, then if you do have an issue all the important info is already in mind, just fly the plane , it works and if you get someone experienced to do some of this with you your confidence and enjoyment will return, it unfortunate that these days a lot of students never get to do real off field landings or even learn to read the ground well. hope this helps you bud, give it a try cheers Steve

Im thinking about getting a plane for quicker travel but i cant afford more than $20,000. I was wondering what a good cheap option would be. I dont really care what it looks like etc just as long as it gets me there and hopefully has 100-120knot cruise speed. All advice welcome

as for aircraft you may pick up a KR2, That needs a tidy up for that 20k 110kts min a few are around and they come from a good stable,really depends on what sort of strips and conditions you fly, some dont like rough ground or need lots of runway so it pays to think about that first.

I have had some chinnese whispers on the RV 7.It was registered with the smaller lighter engine....

 

It may or may not have the bigger engine in it at the moment??? Dont know.

 

It has one seat. It was built with only the necesary requirements. (ie as little as possible weight wise) to meet the required laws to be RAAUS registered.

 

It has caused a lot of controversy not just here but else where, and RAAUS may not be able to register one again.

 

This is second third or fourth hand information that is anonymous so I wont back it up in a court of law....

These days some pilots are just looking to try and cause trouble if they can or discredit them, why i dont know, maybe evenvy or just spite, who knows the old days of Mangalore and Lake Culleraine , Hopetown, St Arnaurd , Meningie, seem to have dissapeared.

These spite full nasty types, one day be sitting in a paddock wondering how the hec to get there plane and self home again whilst being overflown buy a RV7 or A Sonerai maybe just a Thruster. payback is a bitch but it does happen.

I know some of the guy's with high performance Aircraft and i know if i was stuck miles away out bush, they would be there in a flash and bring a slab and tucker, parts and tools. go figure what goes arround comes arround. PS The complainants never voice their concerns to the owners only to others , behind the bush gossip only, where is their integrity, Hmm

I find it very difficult to understand how runway infringements such as these still exist, especially on a runway such as this where you can see either end. A simple but good look either way will tell you there are or are not aircraft on the runway or approaching or departing. If there is someone already lined up it must be assumed they are going to roll, unless clear and specific informatiom directly from them is assured otherwise. The Mustang used the radio as far as I can see, giving clear intentions. Judy had lined her aircraft up oblique to the runway so as to see aircraft on final and any on the airstrip. Unfortunately, the departing aircraft had to taxi down the last portion(~30metres) of the runway before turning and lining up. This led to a line of other aircraft being down the runway a little and some decided to pull out of line, enter the runway and depart. It seems just as Judy was rolling, the Jabiru decided to pull out of line, enter the runway and takeoff without warning. I believe it was Judy's passenger who saw the aircraft veer in front and immediately notified her. I'm sure the Jabiru pilot has learnt his lesson, fortunately costing little but the embarrassment and an extra nights cost for Judy and passenger who decided it was better to stay the night after such a close call. It's obvious now a marshal is needed when aircraft are not entering from the end of a runway. I think a little lest haste and more planning by some pilots, especially if suffering `get home itis` would alleviate the problem which happens at most airshows. We have held several airshows similar to Jamestown, and trying to minimise risks such as the above is top priority, but things always slip through the loop and are not realised until the day is over. Well done to the organisers for a brilliant day and to ALL the aircraft and pilots who flew in to make it so great. Safe flying

Hi Starion, the lightest empty weight I found , just by googling for a C150 was about 473KG.Could be lighter ones I guess.I havent realy had a good look.

Looks very interesting would be great for wooden props as well as providing ice protection for the airframe. oh the polish thing MCGUIRE Have released a marine polish in a blue bottle no silicon boats have the same concerns, very high shine i restored an old boat this gear did wonders for the color it conditions the gel-coat. I spoke to the company rep about the product, also it is fantastic on lexan windscreens ect you pay a bit more for this product but it works give it a try, hope this helps cheers .

So how many times do you let your Jabiru try to kill you before you cut your losses?

Turbo. While I understand and agree with much of what you say, people have to accept that risk is part of life. The only way to be 100% safe is by not partaking in life. Sit inside wearing a faraday suit hoping that a jumbo doesn't land in your lounge room. The threat of litigation is everywhere. Can you point us to any documented evidence where a raa pilot has served 6 years or one day due to a post accident litigation? I'm not saying it's not been done just I'm not aware of it. There's a bloke flying around in a a new r44 in this area, a little over 1 year since he made grave errors in judgment and had an accident which killed his wife.My cooments related to minimizing both sides of the risk equation. If pilots don't accept the risk and do all they can to minimize it, then they should not fly.I've re read all my posts and can't find where I said " be careful" or " I'm always prepared". If your going to quote a statement please be sure the 'statement' was made. Litigation plays no part in the thinking when people's live are at stake, if someone gets killed financial or libertarian consequences are secondary. IMHO.

Risk and accidents are fact, all you can do is enjoy life do your best to be safe and reflect on human factors once and awhile when making decisions, But when things like better safer through bolts are available and our choice to use them is ignored because of certification issues which could be done very quickly, This safety factor is out of our hands, and is an unnecessary risk, why i don't know all things fail but common sense should prevail where a problem is known.

In terms of the thru-bolt failure, is there any evidence that the new longer bolts and nuts are failing? In my mind this is the real acid test, everything before this upgrade is past events and falls into the history bucket and already known. There was an AD out to upgrade the bolts and/or nuts which had timed out for mandatory completion on the 14th April 2012... this AD also included crankcase dowels in some prescribed circumstances.We know Jab have added 0.5mm to lengthen the barrels or have fitted 0.5mm of spacers on earlier barrels to lower the compression to help manage the detonation .... to the best of my knowledge this has not been mandated to owners but has been a standard process during factory rebuilds since 2010 inclusive of new production engines.

 

On the current production engine they have increased the thru-bolt dia as well as the longer 12 point nuts, along with a higher interference fit on the crankcase dowels ..... this is a significant improvement but it can't be preformed on old engines easily.

 

In terms of retrospective upgrades today ... is there any evidence of the new longer thru-bolts with 12 point nuts failing????

 

Cheers

 

Vev

Yea. I love the aircraft . It's a good solid trainer. I have major issues with the quality control and the service provided by the factory. I have had 3 online for a number of years and have dealt with every conceivable problem that could be imagined. I've given up dealing with them directly. We just get the problem sorted without their help. I could write a long list of QC issues we have had over the years. My favorite was a brand new propellor that let go of it's leading edge after a 5 min ground run.

You could be right on the money there spacesailor, even if its full of bills etc.My chiro always went crook on me, because i'd drive around all day with my wallet in my back pocket. He said most tradies do it, and it actually twists your pelvis out of alignment. This then needs adjustment before he can loosen the other bits up.

My backs giving me grief right now, says he who has just removed his wallet from his back pocket again.

 

Idiots like me don't always heed his advise for more than a week or two.

best thing i have ever purchased, i have all the others and now i will stop subscribing, oz runways rocks, all data at your fingertips full OZ charts ersa aip real time wx radar vertical profiles touch a point for info or goto or add to route, you name it, fast stable app with high definition mapping and if ya get weathered in you can watch a movie and rock on your tie downs ha.

I wonder if there would be any market for a small device that through some magic of materials science could cut or fracture perspex easily with minimal power such as muscle power and batteries.....

Oh hec this subject can get messy, AF picks up what the FED GOV fails to do for AUSTRALIAN TAXPAYERS fails to do for them, whilst spending the $ on illegals without thought of their own people who provided the funds in the first place, as for DUTY OF CARE THE LAW AND LITIGATION, where does mercy flights come in, in the last 10 years i know of 2 unqualified flights to a major town as mercy flights which were not challenged lives saved, but now we seem to focus on law and accountability rather than outcomes, i know if i needed urgent help i wouldn't care if i was flown by Micky mouse in a drifter to get help. oh boy what holes we seem to dig ourselves.

It is not usually possible to tell if the prop is loose on the ground because the forces you can apply are small compared with what the engine delivers. So I wonder if putting some spots of a hard material (eg polyester resin) as a fillet between the prop and the driver flange would indicate if movement was in fact taking place. The idea being that an unbroken fillet would indicate no movement.This is such an obvious idea, along the lines of the paint spot on nuts and bolts, that it must have been tried before... does anybody know if it works?

.... Bruce

You said if you wish to transit these areas do it in a GA aircraft...what exactly makes a GA aircraft safer in these lanes? (at least when talking 4 strokes)I agree it highlights a problem... the problem lies with Airservices and is not GA/RA...

How do you do the prop check Steve?Pud

How do you do the prop check Steve?Pud

Good work Vev, sounds like I'll stick to the Shell Oil. Does anyone here actually wait until 50hrs to change the oil? I change mine every 25 and even by then it looks pretty 'worn'. I'd hate to see it at 50hrs...

Looks like I have to answer my own question.Weight of Jab 2200 inc exhaust etc 62.8kg

 

Weight of 912ULS inc Gearbox exhaust etc 63.8kg

 

So not much in it, still going to have over 270kg carrying capacity inc fuel in a Factory 170 after conversion..........