jetjr

Councils are charging fees to RAA users to cover RPT security and runway lengthening isn't fair or reasonable, then in fact moving to CLOSE smaller cross strips. this is ON TOP of rents and rates for hangers being doubled or more and contracts rewritten to allow this every 2 years This is an acceptance of councils cash grab with little in return. RAA need the AAA support for CTA and increased MTOW - the members who are keen on this, (75% according to research) may not have been aware what was being traded off for these benefits. Nor that it would apply to very few and would not be available under existing RAA exemptions ie with self Maint or self declared medicals.

There is/was an exemption to fly in cta with expeimental aircraft but few remain in use i think WAC charts have yellow areas around towns which I assumed were the built up areas, at least they are a pretty good guide.

Not a lot of spare CPL sitting around regional areas with nothing to do As far as urgency, try cancelling an appointment with a specialist and see when the next available date is The whole concept is based around people who live where they cannot access regular medical treatments or Id say spare CPL services. If not Angel flight possibly no treatment, on balance a lower spec air flight (and all the danger it exposes them to) may well extend their life

Bruce, Vivida Ablescope VA400 https://www.oasisscientific.com/vividia-va-400-rigid-usb-articulating-borescope-videoscope-inspection-camera.html Fits in Jabiru plug hole and looks back on valves well Were on ebay, they also make a wifi unit which lets you use ipad as screen Also used to be much cheaper...…. Mirror type or ones on flex cable are waste of time for inspecting valves and heads - only look straight ahead.

Not helped by ballooning costs of council provided service fees for security, staff, no doubt insurances on tiny RPT airports Jet Go disappeared after action from Dubbo Council for $300K I thought Council charges per head security fee even for those travelling in aircraft for which it isn't required, same deal at Orange and others

Probly should look at survival and treatment rate for the critically ill patients these flights move around the place. A large number of rural people battle cancer without treatments available in major centres and the survival rates for those in regional vs cities bears this out

yes that's true, lots of testing done and done well, but not with one wing tank empty and one full which changes things a lot. Also largely done on short wing versions I think. Early wing tank versions has gascolators and a dual tap near brake handle. Still see the odd one with "sharks fin" centre vent, gascolators were removed after a couple of problems, vented tank caps and header tank installed under pax seat. 3 port individual taps near wing roots, reckon they had 2 in one out, later the handles were removed. In J230 the header tank moved to rear and taps deleted altogether, Little clamps supplied in toolkit though. There was some interesting videos on line on these spin tests.

I recall hearing that some aircraft (Jabiru in this case) had individual wing tank taps deleted due to the fact that with them installed it required one tank full, one tank empty spin testing. Reckon that might be too much for many structurally.

Jabirus have retrived fuse and have pictures, cockpit amazingly intact and pilot has only scrtches they indicate pilot confirmed inadequate fuel for flight see their facebook page

Insurers now ask all the same type of questions and cant handle the answer that all care was taken and it was a accident that no amount of preventative cost or analysis could forsee. Maybe this is the continuation of safety at any cost mentality across lots of industries. Its your responsibility to prevent accidents therefore if there is one its your fault.

My incident even had spelling errors brought across, you might have got the point across to not fiddle with info

They write verbatim what is sent to them, to do anything else could alter the report. Its self reported which has a heap of issues including that the report is firstly done after surivable accidents, and then its can be worded with CASA, RAA and insurance in front of mind. Poor classification of accident causes needs improvement as this is how data is used in the future.

I know of another, it was rebuilt after accident and pretty sure it was upgraded.

Reckon theres an SB about it, even 600 kg lsa if theres too much movement, ie clunk when wobbling end of the wing, they get drilled out and upsized Mine were done at Bundy, had wings off for other tank work, when reassembled they werent happy and replaced bolts.

Fair enough, reckon I know someone who upgraded to 760 after an accident and rebuild he also indicated that over 700 kg they loose much of what makes them nice to fly, there is a take off distance chart for 760 and you will see some serious increases in todr as weight goes up. only upgrade is wing bolts, and they are std now I think jabiru have done w&b and testing for the RSA guys for 800kg

South Africa thought a J430 can be modifed to whatever you wanted if you were the builder

Headsets inc kits are up there with the best ANR

What if an operator has a medical incident? Self declared (Or heavy vehicle) or C2 needed? Could crash into a pre school or one of the remaining charter aircraft Would hope even RAA management not that dim as to try to take this on

Looks like large Jabirus in South Africa can be supplied factory built to 800kg MTOW Can update older models too https://www.avcom.co.za/phpBB3/viewtopic.php?f=59&t=214017&sid=c1624f53defa1e088026f0b48533b716

My mistake 6500 not 7000. They celebrated 6500th engine produced not that long ago I think Why Jabiru? - Jabiru JABIRU.NET.AU Interesting they want the new cast case engine to be all "New" yet also consider it is the same as the older solid lifter versions for certification.

Does the problem no longer exist? Some broad and uninformed opinions there. The use of in flight engine failures as a statistical benchmark is so small that a change in weather for the year could influence it Only a handful of the new engines exist and yet the reports of problems have slowed. Around 6900 of the old engines are out there, Id say largely still unmodified and therefore still under casa limitations if in AU since when was Rotax an acceptable pricing benchmark?

Plenty simply swap out engine at low leakdowns rather than spend similar on repairs. Theres special deals for flight schools for regular exchanges. Replacement engines come with lots of new and upgraded parts and supposably some warranty Jabiru engines are far from perfect but very cheap to repair and replace, comparative to other types, so comparing to them isnt relevant. This expectation of reaching 1000 hrs (time for top end) without work isnt realistic Also a “top end” overhaul includes almost everything other than case and crank A way to look at the issue is “early” or found in maintenence repairs. The reason many are swapped out. Rarely reported id guess.

Initial report indicated most in flight failures were in flying schools on 4 cyl they must be maintained by L2 not much can be taken from these numbers, but the old story that theres no product problem and its all maintainers is pure manufacturer blame shifting

From the info in the casa debarcle, it showed that professionally maintained Jab engines failed more often than others

They fail for many reasons not just fuel and maintenence