jetjr

Be very cautious, these fuel pumps look simple but have fine tolerances inside. Plunger can bind after rebuild. Can even bind once they get hot. Theres an alignment tool needed to get it right

testing fuel pumps in operation is something to think about and only a gauge can do it Even getting a change in pressure from stopped to engine running is a solid sign. A change too with electric on checks it is ok, along with noise.

Id reckon your flow is pretty good Bruce You must be able to achieve free flow without pump running because if it fails in take off climb for some reason thats when fueel flows highest and you are lowest, ie most dangerous Jabiru test method using elect pump on to achieve flows makes the take off depend on the electric pump working

The flow test is done before mech pump, it has big resistance when not running, you need to see 1.4 times max engine usage rate If you have 23 l/hr including mech pump it might be pretty good without it 3300 are looking for 60 lph and fall well short. I got from 23 to 40 by new hose routes and reducing fittings. Next would be a larger size hose from header tank to engine. Have to go to rubber hose which brings in timed replacements. Jab red or blue primer hose doesnt have this. Maybe the float valve jumps open and closed and accounts for the pressure variation

Yes however two pumps compensating for this

Why no self maintenance on 19 reg?

I have fuel pressure questions too although different There are std aviation methods for testng fuel supply to engine, it DOES NOT allow use of electric pump to achieve 1.3?? Time WOT fuel rate. Camit went into detail on this as Jabiru fitted custom springg and raised pressure which gave Bing trouble. Jabirus fuel supply setup is too restrictive without much doubt. By replacing hoses and rerouting things I got closer to target but lines too small and too long. Jab system doesnt have check valves so should never get above static head so Id reckon the gauge might have issues. Reading pressure this low is very difficult even with expensive gear My problem is that fuel pressure varies from 3 psi to below 1 psi in cruise flight, pump steadies variation up but its still there. Never even sounds like its short on fuel.

What speed does a brs enabled aircraft hit the geound? How does that compare to a RAA 45kts stall speed arrival?

Lots of insurers wont insure if you indicate not using designated ALA Yeah I'm lost too You expecting an airfield every 10nm? A key component of RAA aircraft is slow stall speed, relates to less energy and supposed "safer" accidents

Not sure its a nightmare exactly, seems to flow pretty smoothly right now. You are right outlining the precarious position RAA is in regarding CASA. But history has developed two distinct issues, very much linked, Different rules for Pilots and for Aircraft, you are forced to select a path for both so RPL doesn't really come into it, Cant fly RAA aircraft on an RPL so that needs to be changed as well as other way around. Then aircraft, easiest way to line them up today, is sort out maintenance differences....LAME for everything, but we certainly done want that. If we were discussing a different regulator they would open up self maintenance for all PVT ops aircraft or something like that.

Arent they all the one role in RAA? You do miss these people after a short time because regulator says stop everything until they are back. A good person in these roles, makes things work as normal with minimum impact and boxes all ticked.

maybe correct, but I doubt anyone at RAA is looking for things to do. Just back a few messages some were indicating some training wasn't recognised, from what slb says (and I thought) all training was considered in an L2 application The problem with face to face training is on costs, that's why anything presented has to be good and worthwhile and be seen as value.

Id guess all those who forked out big money for the first incorrect course will be upset when it needs repeating or isnt recognised.

Fair enough but is there a market for an L2 that can only work on one engine type?, not the airframe. The key difference in L1and L2 is that you can charge for work isnt it Going to get complicated having various L2 with various limitations, might need to see a couple of different ones to get an annual. Not having a clear training path to L2 is a problem.

A good course but recognised as what? What qualification, L1, L2 or L3 should be given after Jabiru engine course? Thats all there is?

MPC is claimed as a waste of time AND expensive plus have to travel and sit face to face training making it even more expensive Id prefer the simple online waste of time thanks.

Keith i cant do that even if i wanted to, youve probably blocked me as I dont agree with much you post Another conspiracy and people out to get you?

Might be better spend your time earning the qualification

download the pdf Don't know why they don't email that out

yeah just words but based on member input pretty true. 8000 members trust RAA enough to run itself and pay up every year to not even vote. Not sure if high-jacked is the word, but maybe it has changed into something different. Driven by those who are footing the bill and make up a likely majority of members - LSA drivers Id suggest RAA wold be long dead without the incoming of new members and more professional management. It doesn't make sense that RAA management are driving themselves towards "GA", It is very likely CASA, probably through manual review process and audits, indicate what would be acceptable. I'm yet to see the paperwork, restrictions and complexities some complain about but the risk is always there of it being pushed down on us. The GA std of doing things is still the standard. We operate in exemptions. And no Bill, at best a different point of view or maybe I just like arguing with people in my spare time.....you choose. Lobbyist? surely youre kidding

THAT is a real concern and people skirt around the key issues blaming the costs of online testing, staff travel, office drinks and stationary for example and ignoring $150+ K per year expenditure on a paper magazine. The members demanded this because some couldn't work out or couldn't be bothered how to download a PDF A good example of populist management.

I agree members should keep watch on managers of an organisation the have interest in. However managers are there to manage, not to keep everyone happy and often arent popular. Its also not a small footy club where everyone gets a say in decisions I have watched good people in management be beaten down by small groups of loud complaintants. They get sick of it and leave. The end result is often juat a new target for complainers and they start again. We will run out of people suited to the roles and pay more for less. Same can be seen in politics. I think maybe RAA is the most stable its been for many years and the goalposts continue to move.

Nothing to do with Raa, other than beng a member. Just dont buy into conspiracy BS that seems to be so frequently spoken about here Some seem to complain for the sake of it or have an old cross to bear and often cant justify views. Ill never change that. Majority or members are pretty happy and just want to continue enjoying flying

If the online test is so easy so as to be of little benefit, or ignore because its beneath you, how can it be such an imposition. Easier to get everyone to do it, than to spend time evaluating who does and doesnt need to. Maybe a real concern is those who believe they are great mechanics and actually are not. Cant grandfather out 10,000 members and assume they all know what they are doing. If people cant be bothered to run through this process, it would take some convincing to anyone in regulator to show they cared about currency and keeping other documents up to date or generally took aircraft servicing seriously. It can hardly be seen as an attack on the core of RAA and has nothing to do with RAA structure.

the surest way to harder regulation is to offer no solution to perceptions (real or not) and ignore existing requirements