Vev

What a fantastic story ... Thanks for posting.

Cheers

Vev

It's 6.1 (b) of the CAO that states it must be flown in accordance to the Ops Manual, as far as i can see that's not changed in 25.10.However that shouldn't stop you from doing a RPL flight review/training in a RA-AUS aircraft as you're using the instructors license anyhow which does comply. Just no flying solo in CTA until the Ops Manual is updated. Was told it's a while off, being released to CFIs at the conference in Nov, not sure what happens after that.

I guess the issue now is to get this recognised by the folks at CASA .... as Dr Zoos says, that dispite the number of contracts he has made with CASA they don't seem to understand the details of this issue behind the flt review process in the transition from RAA to an RPL.

It would be great to get these reviews done on one ac instead of jumping out of one RAA reg into a VH reg aircraft of the same make and model.

Cheers

Vev

The reason I asked the question in the first place, was when I read the application form to apply for an RPL (61-1RA sec E) ... It talked about a flt test (not review) being conducted in a suitable aircraft that meets CASR 61.245 and Part 61 MOS. I looked this up but wasn't clear where it said anything other than category (fix wing etc) with no reference to registration, be it RAA or otherwise.

Forgive the logic, but accepting that CASA were about to hand over an RPL and endorsement based on the recognition that people holding RAA Pilot Certs had mostly accumulated their hours in RAA aircraft, then why wouldn't an RAA aircraft be acceptable to undertake a flt review?

However, I was not clear after reading the Regs and thought I would ask if anyone one actually knew the answer, as from my point of view, it would be good not to have to do multipul flt reviews to maintain both licences or certificates.

Cheers

Vev

May be a dumb question, but can the flight review be completed in a RAA aircraft of the right category?

Cheers

Vev

Are you saying this relates to Australian Mogas profiles as a good descriptor?

Cheers

Vev

I've had a drum of a gas for 10 months (opened) . was wondering if it's still ok to use??smells & looks ok

mike

There's a very good chance it will be ok... However there is a chance it won't be. Stored in a sealed container in correct conditions 10 months won't be a problem, but when it's exposed to the atmospher many things can (and do) go wrong.

Personally I would find another use for it and buy some new fuel.... This will be a lot cheaper than testing or doing some damage to an engine or possibly worse!

Fresh is always best.

Cheers

Vev

It makes one wonder how and why these MTOW were decided. Notwithstanding structural limitation of a particular ac, weight capping within the scope of RAA limits is hard to rationalise in my mind.

I completely get max stall of 45knts ... lower stall has an impact on safety over many levels and is also consistent with observing overall crash survivabilty ie seats, cabin integrity etc. higher stall will require greater consideration for strength to protect occupants.

Come Sept we will have access to VH aircraft with a switch over to RPL that will allow lawful flight of >1500kg aircraft, that is, following a flight review etc. This suggest to me a vote of confidence in our training and abilities to safely use heavier aircraft.

RAA provides us many wonderful privlages, one of which is self maintenance, which I personally enjoy and learn from. Additional the medical requirement help many that would otherwise be grounded. RPL will not allow owner maintenance (save owner built experimental) and drivers lic med will also lock out many too.

If we can now lawfully fly a RAA ac at 650kg, just because it has floats or a hull, why shouldn't we allow 650kg Aircraft across the board. I would argue that an additional increase in weight would provide more safety (greater strength and durability) ... Indeed why isn't RAA & CASA revisiting MTOW for RAA ac, in light of RPL caps, and consider higher weights that still observe 45 knot stall.

I know these consideration have been out there for a number of years, but surely the argument is become more irrational as time passes not to revisit this again in light of the RPL impacts.

Just my opinion .. Looking forward to hearing your views?

Cheers

Vev

I don't get it either Nick.

Do our aircraft become more dangerous or we become less competent with 50kg more, the rules says not, that is, so long as these are floats or a hull.

I'm not getting the point here ... Really I'm not!

Cheers

Vev

Thanks JR .... You make sense about the structural strength.

However I'm still unclear why we can have a 50kg increase just because these are floats? What's the rationale behind this MTOW increase?

Cheers

Vev

Why is it, if one fits floats to an RAA ac we are allowed an extra 50kg in MTOW?

Are the floats considered lifting bodies?

Doesn't this compromise the airframe structure strength?

Cheers

Vev

It not only degrades it goes right OFF. (stinks) I don't know why this is but avtur gets microbial activity.( as an example). The rotten little "B"s survive minus 50 to over plus 50. They add something to the fuel to stop it. ( The oil companies) Perhaps something similar is happening to petrol?. Your biggest worry is the loss of octane rating, ( for a quick engine termination). Nev

You can get microbes in petrol but this is very infrequent ... it happens often with diesel and kero/Jet under the right conditions.

Fuels are much more stable these days, however the volatility varies (deliberately) by region and time of year ... buying fuel in one season i.e. winter and holding it over into summer can see the light ends flash off more quickly as the temperature increases ... opposite when you buy in summer and it goes into cooler months the lighter ends remain liquid for much longer.

Avgas is far more less volatile as it is 100% isooctane with virtually no aromatics to flash off ... not very popular in the sniffing fraternities.

As I said before, fresh is best

Cheers

Vev

If petrol is left in an airtight drum will it lose the lighter aromatics as there is no where for the fuel to evaporate to except go back into fuel?.

Cheers

Vev

It was a fantastic day and we all had a ball ... Thanks to everyone that came along and supported the show.

I'm looking fwd to having a year off until the next one.

Love the pics as always Neil

Cheers

Vev

OOoooooo.... sounds good, think I'll try & make that! Been trying to get to a Tyabb Airshow for a while.Guess another boring video coming up, Ha, Ha :)

Hey Vev, you flying your beautiful aircraft in the show?

 

Cheers

 

H

Cheers

Vev

The Tyabb Airshow theme this year is "A Salute to Veterans" as we commemorate the centennial of the beginning of WW1 and recognise the contribution of all service men and women throughout all of the conflicts that Australia has participated.

Each period of conflict will have flying examples used throughout the 20th century until present day.

There will be plenty see and do, including what is said to be, one of the largest ground theatre reenactments of battles supported by air attack undertaken in Australia.

http://www.tyabbairshow.com

Come along and see some of best examples of warbirds anywhere in the country on one day..... From Sopwith to FA18 and everything in between.

The weather is looking perfect and flyin is very welcome .. Read your ERSA and Notams for details.

This is a charity event and the main beneficiary is Legacy

Yep.....That's right.....Liability reduction exercise by NGK.....If you want to use in aircraft you have to buy aircraft spark plugs which have the aircraft liability insurance premium added to them.....to the point that you can no longer afford to buy them......

Cheers

Vev

jtm001-2 section 6.19 look for manual on Jabiru websitehave modified several aircraft to eliminate tyre wear I fitted machine shims and set camber almost vertical with full fuel aircraft operating off hard surface and now do not have to rotate tyres every 100hrs to promote even wear

Thanks again.

Found it ... Under Special Instruction in section 2, 4.18 page 49 ... Would have been easier to find if it had of been included in the undercarriage section and not a separate Special Instruction!

Turbo got it spot on with his suggested method

Thanks for the help guys ... I'll have play and see how I go.

Cheers

Vev

the jabiru maintenance manual tells allMick W

That was the forst place I looked but couldn't find what I was looking for … may be I'm looking in the wrong place?

Cheers

Vev

What style of U/C is it Vev and how is the stub attached? Nev

It's a jab160 U/C

Cheers

Vev

How do you do a wheel alignment on the main landing gear?

Cheers

Vev

I think you will find that the term "all-up weight" is not used in normal aviation practice;.

Thanks for the feedback... however I need to deal with the wording of AUW as this is the term used in the piece I'm working on. Additionally the AIP does makes mention of AUW a couple of times which, to some extent, locks it into aviation terminology, albeit without a definition.

Regards

Vev

I didn't even go near roadbikes such as and especially the Suzuki GSX-R range that blew everything watercooled away for many years and gave huge bulletproof service life to everyone that owned them. Alas, for emissions control they had to go to water cooling for tighter bore clearances to comply with exhaust emissions at cold start up - and they got heavier and slower while doing it and took years to get back to the same weigh and power levels, it's well documented.

Hi Bex.. Wasn't the GSX-R oil/air cooled? The earlier GSX were 100% air cooled if I recall correctly?

Cheers

Vev

See if you can Google 1913 Peugeot Race motorcycle. Pretty innovative with design ahead of the metallurgy of the time. Nev

All great fun!

Do any of you guys remember the 4 cyl, 32 valve, oval piston, duel conrod Honda NR500 GP bike back in the late 70's... Complexity at its worst but you couldn't help but admire the engineering at the time.

various Japanese motorcycles have been made in the millions with 4 valves and air cooling starting with the Honda XL250 Motorsport of 1972.Hi Bex,

 

That's very true, but I can recall a couple big failures in the early years of Yamaha move into 4 strokes and the TX500 would have to be leader of the pack.

 

Cheers

 

Vev