SSCBD

Don't fly a Jab but - Sorry I have a problem with this. I did not see the engine cowls come off. Also have watched others not take a cowl off with preflight (yes first of the day ) and go flying with RAA planes. This is becoming madness. With the cowls off you inspect the engine, condition of oil lines, wiring, fluids, and any leaks developing. AND most important, condition of engine mounts and steel welded engine frame for cracks on welds (especially after a hard landing or hours of circuit training) if renting from a flying school you have no idea what has happened. I know he said I will do fuel and oil later. But just lifting the oil flap and check level is not good enough, the engine inspection is MAJOR requirement for first flight or as PIC. Suggest you redo the vid or say part one airframe and part to for engine and its systems. Also for Rotax or water cooled engines, inspection of water lines, condition of hoses, etc "under the engine" not just the top.

Time to pay back CFI’s and Instructors. What amusing or nasty CFI (including instructors) habits or idiosyncrasies stories do you have. Okay some rules here: 1 No CFI or Instructor Names, or Names of flying schools. 2 Any stuff up by a CFI or Instructor is fair game, again no names, no flying school’s names. 3 Bad landings made by them are also good to report and how they excused it. 4. Posters should not be a CFI or Instructor.

Take your seats to motor trimmer and get fitted with some shaped memory foam and highly suggest edged sides that slightly wrap you like a spoon (see below). Not like a car racing seat but fatter and heaven to sit on. Highly recommended by a mate of mine also who has a pre-existing back condition for long flights and turbulence. Have flown his plane with it and the only problem you may find is its "that comfortable" you may want to take a nanny nap (but the plane has autopilot!! Smile before reply). Oh and it adds only 1.7kg from his standard seat. Suggest some RAA manufactures look at these comfy cruising seats are really needed these days.

Sure and also use one foot swapping around eg stab left pedal with right foot. But tailwheel drivers are used to dancing.

They have to get through TSA could end up an epic 4 hours

He it is pasted. I am not a lawyer but - is seems like a CASA dispensation with a liability form to be signed. But again if as a parent or new nothing about flying would run for the hills. Can you see the paperwork if a student goes down and is injured or more. God help the CFI even with the signed form in his hands that a student was competent to put in the paddock - but stuffed up. I assume lawyers would also be all over the CFI. Instrument number CASA 65/16 I, MARK ALAN SKIDMORE, Director of Aviation Safety, on behalf of CASA, make this instrument under regulations 11.068 and 11.245 of the Civil Aviation Safety Regulations 1998 (CASR 1998). [signed M. Skidmore] Mark Skidmore AM Director of Aviation Safety 28 June 2016 Conditions and direction concerning certain aircraft fitted with engines manufactured by Jabiru Aircraft Pty Ltd 1 Duration This instrument: (a) commences on 1 July 2016; and (b) is repealed at the end of 30 June 2019. 2 Definitions In this instrument: CFI means, in relation to a flying school, the individual performing the functions of the chief flying instructor (however named) for the school. engine grouping means one of the following engine group classifications: Group Description of configuration Manufactured s/n range (4 cyl) Manufactured s/n range (6 cyl) A Engines with flat-faced hydraulic valve lifters 22A2068 through 22A3595 33A0961 through 33A2539 B Engines with solid valve lifters and 3/8” through bolts 22A0001 through 22A2067 33A0001 through 33A0960 C Engines with roller or flat-faced hydraulic valve lifters and 7/16” through bolts 22A3596 and above 33A2540 and above Note The serial number ranges in the table above are provided as a guide only, as engine grouping is defined by the description of configuration and the manufacturer’s serial number depending on the post-modification status of an engine. flight training means any operation of the kind described in Jabiru Service Bulletin JSB031-3 as involving “the increased number of takeoff and landing events as well as go-arounds, simulated engine failure and stall recovery operations. This subjects the engine to quick changes in throttle setting and relatively fast changes and extremes in temperature.”. flying school means any provider of flight training services. Jabiru means Jabiru Aircraft Pty Ltd, Aviation Reference Number (ARN) 444128. Jabiru-powered aircraft means an aircraft to which this instrument applies by operation of section 3. manufactured by Jabiru, in relation to an engine, includes an engine that is wholly or partly manufactured by a person under licence from, or under a contract with, Jabiru. populous area means an area that has, or is expected to have, during the period of operation of an aircraft, a sufficient density of population that the occurrence of a fault in, or failure of, the aircraft would pose an unreasonable risk to the life, safety or property of somebody who is in the area but is not connected with the operation. student pilot means a person authorised to fly an aircraft who does not hold: (a) a pilot certificate issued by Recreational Aviation Australia Incorporated, ARN 224806, or a higher pilot authorisation; or (b) a pilot licence issued under Part 5 of the Civil Aviation Regulations 1988; or © a flight crew licence granted under Part 61 of CASR 1998. suitable forced-landing area means an area on land that is not a populous area where, in the event of a forced landing, it is less likely that serious injuries or loss of life will result. 3 Application (1) Section 4 applies to the following classes of authorisation: (a) experimental certificates issued under regulation 21.195A of CASR 1998 in respect of aircraft fitted with an engine manufactured by Jabiru; (b) special certificates of airworthiness issued under regulation 21.176 of CASR 1998, to which the applicant was entitled under regulation 21.184 of CASR 1998, in respect of aircraft fitted with an engine manufactured by Jabiru; © special certificates of airworthiness issued under regulation 21.176 of CASR 1998, to which the applicant was entitled under regulation 21.186 of CASR 1998, in respect of aircraft fitted with an engine manufactured by Jabiru; (d) any other type of certificate of airworthiness issued under Part 21 of CASR 1998 in respect of aircraft fitted with an engine manufactured by Jabiru; (e) special flight permits issued under regulation 21.200 of CASR 1998 in respect of aircraft fitted with an engine manufactured by Jabiru. (2) Section 5 applies to each aircraft fitted with an engine manufactured by Jabiru to which Civil Aviation Order 95.55 applies. 4 Condition on authorisations For subregulation 11.068 (1) of CASR 1998, it is a condition that each Jabiru‑powered aircraft, to which this section applies, is operated in accordance with the operating limitations set out in Schedule 1, unless the requirements in Schedule 2 have been complied with. 5 Direction For subregulation 11.245 (1) of CASR 1998, CASA directs each Jabiru‑powered aircraft, to which this section applies, to be operated in accordance with the operating limitations set out in Schedule 1, unless the requirements in Schedule 2 have been complied with. Schedule 1 Operating limitations for Jabiru-powered aircraft 1 The pilot in command of a Jabiru-powered aircraft must operate it only: (a) by day and under the V.F.R.; or (b) in accordance with an approval by CASA. 2 The pilot in command of a Jabiru-powered aircraft is only permitted to operate the aircraft over a populous area at a height: (a) from which the aircraft can glide clear of all populous areas to a suitable forced-landing area; and (b) that is at least 1 000 feet above ground level, except to the minimum extent necessary for the aircraft to safely climb after take-off or safely descend for a landing. Note Paragraph (a), together with the definition of populous area, has the effect of prohibiting Jabiru-powered aircraft from departing from or landing at various places, including but not limited to Archerfield, Bankstown and Moorabbin Airports. 3 The pilot in command of a Jabiru-powered aircraft must only permit a passenger to be carried in the aircraft during a flight if: (a) the pilot in command has received a statement substantially in the form of the statement in clause 6, signed not more than 3 calendar months before the flight by: (i) subject to subparagraph (ii) — each passenger; and (ii) if a passenger is aged under 18 or has a mental impairment — a parent or guardian of the passenger; and (b) the pilot in command is reasonably satisfied, including after making necessary enquiries, that each person signing a statement under this clause understands the statement; and © each signed statement is kept at a secure location that is not on-board an aircraft during flight; and (d) the passenger is not carried for hire or reward. 4 The pilot in command of a Jabiru-powered aircraft, or their legal representative: (a) may keep a statement under clause 3 for use in respect of future flights in a Jabiru-powered aircraft by the same passenger; and (b) may dispose of a statement kept under clause 3 at any time after the safe disembarkation of each passenger (but must obtain a new statement if the passenger is carried on a future flight); and © must, as soon as practicable and by registered mail, send to CASA the statement signed by each passenger on a flight that involves a loss‑of‑engine-power event. 5 The CFI of a flying school must not permit a student pilot of the school to undertake a solo flight in a Jabiru-powered aircraft unless the CFI has: (a) before the first solo flight of the student pilot at the flying school: (i) confirmed that the student pilot has competently completed engine‑failure exercises at the school in the preceding 2 hours of flight time; and (ii) noted the competence in subparagraph (i) in the student pilot’s record, countersigned by the student; and (iii) subject to subparagraph (iv) — placed, in a secure location not on an aircraft during flight, a statement signed by the student pilot that is substantially in the form of the statement in clause 6; and (iv) in relation to a student pilot who is aged under 18 — placed, in a secure location not on an aircraft during flight, a statement signed by the parent or guardian of the student that is substantially in the form of the statement in clause 6; and (v) determined on reasonable grounds, including after making necessary enquiries, that a person signing a statement under this clause understands the statement; and (b) before subsequent solo flights by the student pilot at a flying school: (i) confirmed that the student pilot has competently performed engine failure exercises at the school in either the preceding 2 hours of flight time or 7 days, whichever is the more recent, unless a more onerous recency requirement applies; and (ii) noted the competence in subparagraph (i) in the student pilot’s record, countersigned by the student. 6 The statement mentioned in clauses 3 and 5 is: “I, [insert name] PROPOSE TO TAKE A FLIGHT IN THE AIRCRAFT IDENTIFIED AS [insert registration information] (THE AIRCRAFT). I AM AWARE THAT THE CIVIL AVIATION SAFETY AUTHORITY (CASA) HAS DATA INDICATING THAT THE TYPE OF ENGINE USED IN THE AIRCRAFT HAS SUFFERED A HIGH NUMBER OF FAILURES AND RELIABILITY PROBLEMS. “I ACKNOWLEDGE THAT CASA HAS IMPOSED LIMITATIONS ON THE AIRCRAFT TO PROTECT PERSONS ON THE GROUND NOT ASSOCIATED WITH THE OPERATON OF THE AIRCRAFT, UNINFORMED PASSENGERS AND TRAINEE PILOTS. THOSE LIMITATIONS ALSO HELP PASSENGERS AND TRAINEE PILOTS TO MAKE AN INFORMED DECISION ABOUT WHETHER TO ACCEPT THE RISK OF FLIGHTS IN THE AIRCRAFT. “I NOTE CASA’S ADVICE THAT, ALTHOUGH MOST JABIRU ENGINES OPERATE NORMALLY, THERE IS AN ABNORMAL RISK THE ENGINE IN THE AIRCRAFT WILL MALFUNCTION. “I ACCEPT THE RISK OF AN ENGINE MALFUNCTION DURING FLIGHT, NOTING THAT: “(A) THE AIRCRAFT MUST BE FLOWN AWAY FROM PEOPLE ON THE GROUND (AND BUILDINGS), EVEN IF THAT MEANS AN EMERGENCY LANDING AT A LOCATION THAT IS LESS SAFE FOR THAT PURPOSE; AND “(B) THE SAFETY OF AN EMERGENCY LANDING CANNOT BE GUARANTEED EVEN IF THERE IS A SUITABLE LANDING LOCATION. “I NOTE CASA’S ADVICE THAT I SHOULD NOT FLY IN THE AIRCRAFT IF I AM NOT PREPARED TO ACCEPT THE HEIGHTENED RISK INVOLVED. “I ACCEPT THE RISK NOTING THAT THE ENGINE MANUFACTURER IS WORKING TO IDENTIFY AND FIX THE ENGINE ISSUES AS SOON AS POSSIBLE. “I AM AWARE THAT CASA REQUIRES MY SIGNATURE ON THIS STATEMENT BEFORE THE FLIGHT MAY COMMENCE. “SIGNED: DATE: ”. Schedule 2 When Schedule 1 operating limitations do not apply The operating limitations in Schedule 1 do not apply if: (a) the aircraft’s engine grouping is identified by a review of its engine serial number and maintenance records to confirm configuration based on through bolt and valve lifter type; and (b) the registered owner of Jabiru-powered aircraft adopts, and uses, the manufacturer’s maintenance schedule for the engine, if that schedule is not already being used; and Note If CASR 1998 already requires the manufacturer’s maintenance schedule for the engine to be used, this instrument does not alter any such requirement. © the engine’s top valve spring washers are inspected in accordance with Jabiru Service Letter JSL008-1 or later issue and any worn washers are replaced with the current washer configuration and installed in accordance with engine overhaul manual JEM0001-7 or later issue; and Note When the manufacturer’s maintenance schedule is used, Jabiru Service Letter JSL008-1 will also become a recurring inspection requirement. (d) the cylinder heads are inspected in accordance with Jabiru Service Letter JSL014-3 or later issue and any requisite corrective action required by the service letter is completed; and Note When the manufacturer’s maintenance schedule is used, Jabiru Service Letter JSL014-3 requires further inspections in certain circumstances. (e) all engine through bolts are replaced in accordance with the technical content in Jabiru Service Bulletin JSB031-3 or later issue, with any replacement parts being current through bolt, nut and washer configuration installed in accordance with engine overhaul manual JEM0001-7 or later issue by the following time: (i) for Group A engines with 3/8” through bolts that have engaged in any flight training prior to reaching 500 hours Hobbs time since last through bolt replacement, or for engines which have exceeded 500 hours, replace through bolt before further flight; (ii) for all engine groups that have not engaged in flight training, at or before 1 000 hours Hobbs time since last through bolt replacement. Note Jabiru Service Letter JSL010-1 explains Hobbs time is the correct method of recording engine hours. It also explains what Hobbs time mean. If that method of recording has not been used, an adjustment to the engine hours will need to be made. This may bring forward other maintenance requirements.

Melbourne to Childers with headwinds all the way was my most memorable over two days morning to end daylight ish. In a Lighting with extra 40lt that I wired into the system in the back. Have never had a problem with pit stops on strips over 30years flying, also that's why diversions are also taught. Truthfully - I admit to having many times over the years to just dropping down on a nice little grass strip without notice (or asking as it was not on any map) to water the grass. Have NEVER had any problems with anyone and on the few occasions that people drove out to the aircraft at all times the guys were fine, totally understanding (as men are in this position) and offered anything, coffee, beer, scotch was brought out, (no cups) however with babies sipping cups out at 11.am at one point. Or you are welcome to stay the night and have dinner and a bed. TRUELY THE AUSSIE WAY.

What have our beloved leaders that run the RAA are saying or doing. Should all Jab owners ask (demand) for weekly updates of requests forward and back from CASA. Have not read the 63 pages of this post so sorry if already been said. But we pay our membership - so what are OUR RAA leaders doing and do we get value for money paid in good faith to RAA to do the right thing and go to bat hard on this "to get it sorted". We may need some non PC personalities to represent us and kick some doors in at CASA make some noise in the press of another Govt department not doing its job, stuffing people around and causing misery. (this sounds like most Govt depts) etc, as was done many years ago. But maybe I am venting. To be clear I don't have anything to do with Jabs - but understand the pain.

My one and only concern is that ANY person that comes to Australia is that they want to become Australians and live the spirit of Australian Life. Not to set up their own country in ours or have their own laws if not go back. And TWO - get rid of this Political Correctness. However being racist - I also think we could export most of the CASA guys out of Australia (smile).

Nightmare like your new found knowledge -Now for practical - Lets see how well you hold a heading and height by hands on flying, and no cheating with autopilot, and in turbulence and doing all the maps and radio changes and radio procedures and don't forget to change fuel tanks if in a left or right tank only aircraft, like the "ands". And because we fly for fun I always like the best scenic route with the coast as it has plenty of doglegs blows my PAX away seeing Australia the way we do and not a 45,ooo ft. Inland is fun too. Enjoy your Navs and don't stress.

Nightmare - My comment was tongue in cheek. Sometimes people just need to relax and smile. Flying RAA is for fun not commercial unless Flying training school. Its not a commercial licence you are going for and flying a A380 with 500 people on board. Just to be clear any CFI that did send you into CTA on purpose or did not correct your flight plan for a student Nav RAA cert would be shredded.

Hey Pearo - no sense of humor - you must be a grumpy old bastard or will be, like most 182 drivers.

60 bucks to land. Christ what a rip off - who is the owns the strip is it council?

Oh and if you do run into those pesky control zones and get called up on the radio by ATC - best excuse back to ATC is THE CFI APPROVED THE FLIGHT PLAN AND SENT ME. Then let the CFI deal with those strange phone calls and reports.

Just watch out for those little restricted zones (when active) and CTA that instructors like to take you in or make you flight plan without saying anything. Also we like playing with students heads, with using your 45mins fuel reserve. End of daylight and diversions to other strip on route, which can use the last two as well. But enjoy its all fun and will fall into place.

Enjoy - Navs are easy - don't sweat - keep Australia on your left and you are heading north. Don't even need maps -(smile) Sorry - For all those that are on east coast before someone jumps on this.

3/16 aircraft bolt - when in doubt. Fixed for life.

OK Chris, might be an idea to get some flying in first and understand what is around. Lots of aircraft types that you may like better.

Hi Chris and welcome - what's your background in flying. How many hours in command - ratings etc. Why have you picked long eze?

We need to have a vote of who is the leader of the parties first and to get rid of dead wood That would scare the hell out of all pollies.

Yes on a two stroke with an engine shut down.

Well done. Liam enjoy it - I like flying the Sling 2 low wing more of a mans aircraft - compared to all the other pussy Cesena types........ That should start something for your first post. Enjoy.

Are you carrying the appropriate, current charts and documents? Oh yes - gone are the days in a drifter where you say - "the Prop ate it".

Damm - where is that Victoria's Secret Catalog!!!

Brings back many memory's when there were very little rules and low level was part of flying. Enjoy an honest fun plane to fly.