jetjr

Section 6 on the tech manual might interest you, around 10 pages somehow you must have missed.

Until this version was released owners were able to conduct major modifications just the same as original builders, now the must have L4 review.

Sorry but you can modify, the process was strongly debated, some felt its introduction cut back their ability to modify at will.

Minor modifications are listed, they require notification only. Major ones require RAA backing and theres a process called MARAP. Theres even a new registration class for modified LSA

To retain training ability aircraft must remain approved by manufacturer ie LSA or certificated

Reckon you should research it, your getting pretty personal by the way, its a forum, open to everyone and their point of view. You never know they might be correct

I dont need to do anything, its a point of view with a little experience. I have no details on scratch built aircaft, however most would be from kit suppliers. Until recently RAA saw no difference between builders and subsequent owners. Both can modify.

Kits will require support from manufacturer and you wont get that without them having done testing.

RAA adds complexity with capability for aircraft to have capcity beyond the MTOW of the catagory

I think thats why Jabiru wont support upgrades to earlier models as they werent tested to those weights originally.

Ther are plenty who have altered mtow after construction and not the builder. MARAP process should facilitate this at the worst, a minor mod to reduce stall speed may not even need that.

Not quite, you have to claim and support the new MTOW.

Id have thought without some kit manufacturer backing or serious engineering review you get it through.

Didn't ASA just work to REMOVE a heap of ALA where no one would take on responsibility for information?

They will simply raise reward until it is attractive to run businesses and employ people and take the risk or insurance policies that LAME work involves

Looser is the aircraft owners and regulators can convince themselves its not their fault.

Didnt say other wise Mike, discussion was about LAME maint for CTA. The push for medical reform should continue, however I personally think we will all be long gone by the time CASA let that go.

Keep reading the push from AOPA for "whatever RAA has", "same medical and RPL" and now here, mixed with medical and LAME for CTA. All different things and Im not sure what they are exactly asking for. The logic is good but that never moved CASA on other changes that I know of.

My point was, rightly or not, that there are reasons why RAA was able to negotiate these exemptions from medical and maintenance originally, basically less risk with less weight, slower stall, less pax and no CTA.

Now some of these are back on the table, I doubt the exemptions will follow over to these ops.

Reckon only the builder can increase or decrease mtow, for factory or lsa that will be tough

Do you have a pilot certificate? You are supposed to know the regulations (at least where to find them). CAO 95.55 is the foundation of RAA existence and your ability to fly RAA registered aircraft on a RAA pilot certificate. It is very important.

Ill assume you do?

So any RAA aircraft (with required gear and pilot) can access CTA? This has been discussed at length here and its seems to be not correct,

Don't remember regs (and as for the majority of RAA pilots, I expect, don't really care about CTA) but onl;y aircraft with approval can use the CTA.

I thought only factory built or recognized engine aircraft, maybe even certified, were allowable. THIS excluded many RAA aircraft.

Whats happened in past and opinions CEO haven't anything to do with it.

I recall that's the "aviation" part in Earth X, they have advanced BMS inside protecting battery and output for alarm light

Reckon they were more like $700

News to me Frank and no doubt many others, Want aware any RAA aircraft required LAME maintenance for normal ops with RAA pilot.

Historically CTA being only available to LSA or factory built aircraft would have required L2 anyway Id have thought

You have always needed medical for CTA

US are progressing down a similar path, basic med, more weight (a lot more weight), removal of speed restrictions and even more seats

I doubt medicals and LAMES are in the plan for existing RAA aircraft but may well be for heavier and CTA....with some good reasons.

A year or so ago ......Very

And with usd worse now

Is an AU distributor in ACT i recall

Earth X make one specifically for Aviation

Did get some concerns regarding massive output battery possibly giving Jabiru flywheel bolt problems.

They have not solved or even come up with a reason for all these breakages. Just replaced loctite with Nordlock washers

CAE went a different track

I think US LSA has max cruise speed, and stall speed is "clean" ie a reasonable bit slower than AU

and what is CASA agree and say medicals for everyone?

Reckon maybe AOPA should focus on looking after its members rather than attacking RAA. Its exactly what CASA want as it then shows clearly that rec flyers are not a single group and can be distracted by a few media releases.

RAA have medical exemptions for good reasons, low weight, slow stall speed and 1 pax

No discussion I think of no medical for pilots of higher weight IF RAA ever get there

Ive us d every bad phrase I can think of with limited result

Great that this worked on yours Rodknee, Ive done all the same and then some, and had some improvement but still have up to 100 difference. Sometimes less but not reliable over throttle settings.

Ive implemented every mod Jabiru can come up with, and just when you think its pretty good it seems to change again.

Lean running is a big problem for sure so extra fuel is cheap to cool things down.

Wondering if air velocity through carb is too high?

Thats great

How did you achieve it?

Alarm settings?

If you had egt at 850 it wouldnt be for long, expensive bits damaged

Many ems setups pick out peak cylinder temps as with mix control that is the one you lean for

In Jabiru this peak cylinder can swap positions with throttle settngs and load

Has been discussed at length, yes probe location is important but Jab engine do lend themselves to pretty good install.

No one I know has achieved much better than 100 deg C spread on EGT, which is way from acceptable

Hundreds of hours playing and fitting mods hasnt found a solution, even currently available MPI in both mechanical and electronic hasnt solved it

This indicated its both air and fuel problem.

Far bigger budgets than Jabiru have tried to solve crook fuel distribution in carb fed engines. One reason why EFI has taken over in auto world

Agree but Jabiru props are safer than most,

Rotating them by hand is a necessary daily check Id say

Might cause complacency for other types?

Isn't the new L1 qualification better than the old one...….which would be nothing?

Pretty easy to find personal views, myths some poor practice in Jabiru literature too but generally it is put together well.

Course would be good

So how do you fix EGT that are 150 deg in variation?

Many have tried and have at best REDUCED to 100 deg differences. Even the present EFi systems cant sort it out without individual injector adjustments.

No matter the validity of all the options above if you cant fix that, you cant tune the engine.