Riley

My GR912 Lightwing has the oil reservoir in the hat rack space behind the pilot's seat with 17 kilometers of hoseing under the floorboards back to the lower right firewall (made for much bad language when doing the obligatory 5-year hose change). Topping up oil tank is a ring-tailed bitch in the limited space of the hat rack. Oil drain off bottom of reservoir is via tubing to belly of fuselage near lower left longeron. Obviously there was a weight & balance consideration with the reservoir positioning as the battery is also fitted in the underneath ventral area with only 16 kilometers of battery cabling. I reckon Bill Whitney was mad at Howies Hughes or Howies Hughes was mad at me when the system was thought up! cheers

Keep ranting KC. There are a lot more stupid, vague, ambiguous and absolutely wrong answers in the 200-odd exam questions. If enough of us keep rubbing their (CASA, RAA and Canvas') collective noses in it, eventually the proletariat might educate the higher-paid help in things aviation. Considering that it was their 'professionally-prepared, standards-setting, education venture' for the masses, it beggars belief that it was so poorly prepared and poorly vetted before presentation to the troops. Though it shouldn't be necessary, having recently done the rounds with Tech, I'm fairly confident that it will get cleaned up when people protest enough. cheers

Thanks for that specific and in-arguable lockwiring data. Whilst 'turns-per-inch' wasn't the l/wiring question I was dudded on, your reprint from AC43b clearly shows that there is/was no suggestion anwhere that convoluting three strands of lockwire into a 'braid' or 'plait' is an acceptable aviation standard. The 'braided' or 'plaited' example pictured in the exam question (while correctly threaded to prevent either bolt head backing off) was accompanied by the query "is the example shown, correct for lockwire?" My response in the negative was judged incorrect. Never in 8 years on the tools as a trained AE tech in the RCAF and nearly 50 years of subsequent tinkering with aircraft anywhere in the world have I seen safety-wiring done in the manner that RAA/CASA/Canvas apparently reckon is acceptable. Hopefully this 'bad' example will be eliminated from the testing of a layman's understanding of home maintenance under L-1 authority. cheers riley

Well, after some three weeks ..........progress (???). Consequence of numerous communications with relevant RAA personnel and a fair amount of nagging, today I think I received an acceptable response to all my grizzling. Asst Tech Mgr contacted me and we discussed my areas of dis-satisfaction with the L-1 course, it's presentation and the content and manner of testing/evaluation. Whilst there was some parry and thrust regarding the questions/answers I disputed, I came away with the assurance that those items would be closely scrutinized and re-worded in a more specific manner once the ambiguity was identified. I accept that Tech have a big job in cleaning up the grey areas in the 200 questions that comprise the four different exams but I'm confident that they are receptive to input from members where either an absolute bodgy answer is deemed acceptable or there is a case where any of the three answers could have some validity (the fourth one is always obvious in it's stupidity). So, it will take some time before the L-1 course gets the wrinkles ironed out but hopefully, if enough members holler like a pig stuck under a gate when something they've experienced isn't correct, the angst will get settled. If you have a bitch with the current L-1 set-up, let them know then continually bug them for a response. Being the biggest 'non-believer' in all things, I do believe there is a light at the end of this tunnel (but I'm staying away from the W & B offering ). cheers riley

Have any aviators or operators in OZ/NZ had experience (good or bad) with the services and products of Aero Performance Propellers of Otorohanga on the North Island? This company, formerly operating as Thompson Aero of Gisborne, has provided me a pretty attractive offer to build a prop to my requirements at a decent price and, notwithstanding the extended delivery delay, I am sorely tempted. Anybody with positive comments can post here and any not-so-good remarks can be PM'd to me. Any advice would be much appreciated. tks 'n rgds riley

Thanks Phil. Because this is a draggy airframe with the 115hp engine it needs to have a large dia/canoe-paddle type prop. I believe hanging a refined Jab prop on the flange would spin the blade tips into orbit at WOT and I'd end up with another shattered propeller. That said, I very much appreciate your involvement in trying to get me out of a bind. cheers riley

Well, to date I have the following responses to my plea for a replacement prop: - a 72" x 55" 2-blade in WA. ......Available but wrong hub specs - a 76" x 55" Sensenich w/ brass leading edge in California. .....Wrong hub specs (Damn!) - an 80" x 50" in FN NSW. .........Dia too big - potential prop strike - a Culver 72" x ? in WA. ........Too frail for 115hp - 3 propeller manufacturers (2 OZ, 1 NZ) who can build but can't deliver till end March early April. Nothing in the above list does me any immediate good but it's enough of a response to lead me to think there must be other potential new/used props in the traps that might suit my needs. Come on folks, tax your memories and send me some leads. cheers riley

Unless I've missunderstood you Yenn, that's an unwarranted comment. Camit were building Jab engines to Jab certified specs. Ian's many futile attempts to get the Jabiru higher-paid-help to look at new ideas and/or improvements were most likely the nucleous of the ultimate impasse that evolved between Jabiru and Camit.

Didn't see this info Bernie till after I'd PM'ed you. Ignore my last. cheers. riley

I have an urgent need for a 76" x 55", 2-blade wooden propeller for ~125hp with SAE1 hub pattern (6ea 3/8" bolts with 4.375" PCD, 2.25" centre hole & .625" lug dia). Anybody have a spare collecting dust in the hangar that they would consider selling? New purchase prices, delivery delays and S&H charges out of the US are heart attack numbers. PM me or call Bob on 0428 338 933. Thanks

The pessimist complains about no flying due to cross winds......... The optomist hopes the winds will favourably change........ The realist decides, "wheeler landing or crab into the wind and kick it straight?" then gets on with flying.

Photo not close enough to be specific but definately later than a Gemini (note no exterior structural tubing running outside the fuselage from the axle/carry thru bar to rear of cockpit). Given the open wing tips (left over from the Gemini) and what appears to be a full rear bulkhead, I'd guess a 'TST', forerunner to the T-300. Farri???

Follow up: Today I received a computor-generated email advising that I had successfully achieved RAA L-1 Maintenance Authority status and that said endorsement would be notated on the next issue of my pilot certificate. This was followed by a second email fm [email protected] specifying the six questions for which I had provided incorrect answers. Only the questions - not the correct answer nor the selection of possible answers so that I could review/correct my indicated shortcomings. I know positively that, for two of the six questions, there was no alternative correct response other than what I provided and these I intend to hold RAA/Canvas' feet to the fire for a resolution. It shouldn't have to be a bunfight but........

Having just successfully completed the L-1 course/exam with a score of 88%, I'm pee-ed off that I don't get to learn which questions I failed to answer correctly. It stands to reason that, without this disclosure, I'm left wondering which of the 6 out of 50 exam questions about flying/maintenance/regulations etc I either didn't know or didn't understand which could end up causing me major grief. If necessary, RAA can change the content of the second test for those who fail the first one but, it's just common sense to advise the initial participants where they went wrong in each of their incorrect answers whether the exam was passed or failed. It's not acceptable that I apparently lack knowing by 12% what I should know to keep myself and my aircraft safe in the air. Again, not a very clever processing by RAA and their contractor. I've sent a memo to RAA Education suggesting this anomoly be rectified. Let's see what their response is.

Nothing personal mate but bloody hell, fancy anybody from the populated regions of the Eastern States commenting on lack of airfields to visit. Come over to WA and you'd be happy to find even an un-inhabited dirt strip as a destination within 25 nm of where you departed from. I must however, qualify my response by confessing that I'm unfamiliar with airstrip access within ACT perimeters. Best wishes for the New Year to you and yours. cheers

Onya Frank! All the best for the New Year. cheers from the West.

Do the hours spent in wrapping/unwrapping get entered in the Pilot's log or the Aircraft log?

I'm sufficiently dis-enchanted with RAA board (but not the operational sectors) and it's present and projected directional movement that I can't be bothered even reading their monthly 'See how good we are for you' emailed newsletters and rely solely 'on word-of-mouth' advice at the airfield if anything comes up that I legally need to attend to in order to retain access to my flying under the obligatory RAA banner. The suggestion of RAA even contemplating airfield management/ownership is too bizarre to warrant serious discussion!

Tks. Had a chat with the lad. cheers

You have a long memory Nev, (likewise myself).

Yeah, if you stretch your imagination it kinda looks like a Stearman (at least the livery does). The american FFP was purchased by one of their sub-contract suppliers about two (?) years back and have relocated to London, Ontario near Toronto. My understanding is that they've gone ahead at a great rate of knots - new premises, additional staff etc. The new owner Dave Hertner, was certainly a great help to me in my efforts to bring the Celebrity back to life. cheers

I concur with your thoughts on the string-plucking, 'not-so-background' music but the footage was shot and reproduced into video form by a casual bystander so I'm very happy to accept the outcome. Turn the sound down and make 'potato-potato-potato' radial rumblings of your own . Can't do much about the 'inner-ear' shots of the pedestrian great unwashed tho. cheers

'Spade handle' mount for Rotax 2-stroke on a Thruster boom is another word for the CrMo 4" ID X 1" formed tubing assy that slides over and is bolted to the boom on which the engine 4 point rubber mounting bolts attach. Just a colloquialism picked up from Tony Hayes musings of some years back. cheers

I am slowly getting ducks in a row for re-assembly and re-commissioning of the Thruster Gemini but am still lacking a decent spade-handle engine mount and a dual carb inlet manifold for a R503. Can anybody help or put me in contact with someone who might have either of these items? Will trade cash, parts or a left kidney. cheers Riley

Hired some good help and hopefully, here-in the original footage -