TechMan

If you have a Rotax for example which uses springs to hold the bits together until the rust takes over, try applying a line of heat resistant silicone along the spring. This will absorb some of the vibration in the spring and extend its service life.

Also handy if you are flying a pusher and the spring breaks. Springs should be lock wired also to prevent them falling off. Particularly useful for pushers.

It is an old trick, but some may not know it.

Chris

Hi Paul,

Thanks for the info. Looking at the installation of the CT, it is obvious that it is becoming increasingly difficult to extract performance out of aircraft by trying to put a large object into a small space.

Running a hose through the inlet manifold is simply asking for wear and tear. Best check the EGT line too.

At least someone, either yourself or the factory has put heat shield material around the water hoses near the exhaust, though I wonder what temperature tie wraps are rated to.

:-)

It is another item of consideration (abrasion of parts) to be considered when doing out own maintenance.

Thanks for the post as it should give others something to think about and look for which they may previously not have done during their last period of maintenance.

Cheers

Chris

You can try Wade Mahlo www.wadeair.com.au

He has a heap of 6061T6 in stock from the days of the Vision project

Otherwise, british international trading http://www.britint.com.au

There are other suppliers which I am sure others will direct you to.

Regards

Chris

Hi Andre,

A pic for the books.. :-)

Was taken during SportAvex in NZ earlier this year.

Chris

Oh, did I forget to mention that a submission for a 'mid air refuelling rating" has been made to CASA? ;)

They certainly look slick. Very impressive.

Chris

(No seriously folks, I am kidding!!)

Hi All,

Please be advised that if you operate one of these aircraft that an AN has been released to inspect the rear cross member which holds the control circuitry. It is an isolated case at the moment and any defects are requested to be reported back to myself at the RA-Aus office.

Please check the RA-Aus website for details

http://www.raa.asn.au/documents/airworthiness/index.html

Chris

Two pics of Cessna's LSA aircraft from Oshkosh.

Ian,

I agree with you in all aspects of what you are trying to achieve with this post, being the information distribution of incidents and technical defects of aircraft components, be they limited to a particular type or generically applicable to all.

Yes, I believe there should be a place where all defects should be listed without regard to whose aircraft it is and I would think that your forum here would be an ideal place to list people's experiences and problems with mechanical issues.

From an administrators point of view, yes, theoretically, all defects should be reported to the office. Defects that are reported, get published in the magazine under pilot and technical notes. Unfortunately, many defects that are reported never have the resultant root causes reported, so we have a copy of the problem, but do not know what the cause of the problem was.

Another reason why it would be good to have a database of issue on this forum is for those times when hearsay becomes fact, like the mass balance falling off the Texan. Caz has made it clear in no uncertain terms that this claim is not correct.

With regard to maintenance, lets face it, some people are simply pilots and have no interest in maintenance. Others wouldn't know where to start looking when conducting maintenance.

That is the attraction and the downfall of our org, people can do what they like (most of the time), yet they also don't tend to talk to anyone when things go wrong (or let the office know).

It is not any easy topic to 'cure', though will slowly come around through education (which I am working on trying to deliver) and peer pressure (relying on everyone else out there to do the right thing and confront others when they are doing the wrong thing). Especially with maintenance.

If you have a place on the forum for defect reports, perhaps I can find some time to put a few entries in.

Regards

Chris

Hi all,

A bit more info. It was a Jab UL.

I have been told that the rubbers were bought over 4 years ago and stored in a dry cool place.

They were put on the aircraft the day before going flying so I don't think that there were any solvents involved.

My guess is that these were deteriorated purely due to old age and probably drying out. The previous shocks lasted for around 300hrs.

I guess this possibly comes down to normal maintenance and the addage, 'when in doubt, throw it out' for any parts that you are wanting to put on your aircraft.

Chris

This has come in to the office and it is worth airing because it will affect a lot of Jab owners particularly. Even so, it is a reminder to others to replace rubber shocks, worn or cracked engine mounts, and examining anything on your aircraft made from a poly something or other.

This may have been a faulty batch as it had only been put on the aircraft. It may have another reason though the pilot assures me that there were no heavy nose wheel forces on landings.

Any more of these out there?

Chris

In an attempt at not wanting to seem like I am on a political rant, I wouldn't mind some feedback on the following Hansard transcripts regarding the future of Australias Oil Supply. This is a senate committee discussing the future of the oil supplies for Australia, on a global scale and it's effect on the price we pay for it.

I only mention these transcripts, as comments and suggestions have come from most industries, yet apparantly not one has come from any aviation related industry.

http://www.aph.gov.au/Senate/committee/rrat_ctte/oil_supply/hearings/index.htm

Lets get inventive and come up with some radical ideas that could see the re-juvenation of the 'lower end' ultralights with engines that do not rely on oil based fuels and make it even cheaper for people to get into the air.

Chris

It is a mixed bag. Although the general consensus seems to be that GA is in decline, which is not how DOTARS is reporting it, there will always be a need for GA.

RA-Aus is the organisation where people who 'want' to fly and have the funds to fly (be it limited or not) are able to fly. If people want to make a career out of flying let them get their training with RA-Aus, then progress on to the GA track.

RA-Aus is certainly not pushing the decline of its 'low end' at all. Nothing has changed for people wanting to build their own aircraft, or produce a 'low end' aircraft.

Yes, their numbers are constant if no new ones are registered and yes, in the view of ALL aircraft their percentage in total is dropping based on new registrations but people will make their own mind up when buying an aircraft and choose something that they like or something they get sold because they dont know any different.

The 'low end' are simply sitting around in sheds somewhere not being used. Why? Ask the pilots why they are not flying them anymore.

Natfly certainly encourages ALL aviation minded people to turn up. The evidence was clear this year with many VH aircraft in attendance also. The 'low end' were either put off by the weather or simply chose not to travel by air. I certainly hope that the 'lightweight buzzards' will barnstorm next years Natfly and take up all of the main parking area.

It seems that the amount of people with 100K in their pocket may not be as limited as some may think.

Just my own thoughts on the subject..

Chris

I dont know of any kit or plans built floats.

There is no design standard for 'ultralight' floats as such, it is being developed at the moment.

At the moment it is still 'hit n miss' with building your own. There

does not seem to be much info out there on floats for very light

aircraft.

Perhaps have a chat to Howard Hughes as he builds them for his Lightwings.

Chris

I went across for the AOPA AGM and their annual flyin on the weekend. Met some new faces and talked aircraft (like one does).

It was a stark contrast to Natfly, as there were maybe 30 aircraft max

on the field, though they did manage around 90 members for the dinner

bash, so I have heard.

Trade exhibitors were also present with Tecnam showing off their brand

new RA-Aus LSA registered P2004 Bravo, Silverwing and their shiny

Sportstar, and off course the Lanciar Columbia. Avionics by Wade Mahlo.

Other displays by CASA, AOPA and AMF. That was it. The weather was

fantastic to boot.

Not much happening at the AGM, though there was a lot of discussion on

GA self regulation. A hot topic which is still being discussed at all

levels with no real indication of an outcome as yet.

Chris

Hi Dave,

Have a read through CAO95.55 for aircraft such as the Tecnam. You will find that retractables are allowed.

LSA however is fixed gear only.

Chris

Hi Ed,

The Skyfox is not manufactured overseas I don't believe, though it's (pretty much) identical twin, the Eurofox is being produced overseas.

The US website for it: http://www.eurofox-usa.com/

Regards

Chris

You will need to fit your own MAPS too (remember those archaic things?) just in case the GPS dies.

But yes, the price of a new plane is as quoted in the RA-Aus magazine.

I am surpised that they are not asking more money than for a new one solely due to availability. Plus if they have added instruments etc, the price should be higher than the new 'base' model (depending on how much engine time they have done obviously, but even then..)

Chris

Thanks. If you believe that it is caused by the rims being 'out of roundness', can I please ask you to submit a defect report to the RA-Aus office by fax or email.

I only have one report of this happening so far, so if it is a concern for others, I will need more info from the field to take back to Jabiru.

Thanks

Chris

Just wanting to see how many on this forum know of / have / or do experience vibration from the wheels on T/O and landing. I have had a report and have been sent some pictures of the cast rims being out of roundness. Any one else know of others with this problem?

From the array of engines available world wide, and with the avid

inventor in all of us, some may like to dare to be different. Wonder

when we will see the first diesel powered recreational aircraft here in

Aus.

http://www.ecofly.de/english.htm

Perhaps "Engines" would be a category in itself on here?

_

Chris

Hi,

As a plans built aircraft, yes, there would be no problem registering

them with RA-Aus, based on the figures that are viewable on the

Wag-Aero website for the Wag-A-Bond Classic and the Traveler. You would

be pushing the limits with the traveler as it has around 204kg usuable

load (with our MTOW limit of 544kg),

two 90kg people leaving around 33L of fuel, and with a 914 115hp

engine, thats about an hour at 100hp. So not really worth it.

No info on the sportsman 2+2 but I take it that it is a 4 seater, so no go there.

The sport trainer, depends on what you want to buy in the kit, there

are numerous options available so will need to be assessed

individually. As long as it meets the 51% rule, no problem.

The kit will need to be inspected once it arrives here. With plans built, start building.

Chris

Numerous problems occuring with Wire bracing whereby the wire is corroding inside the swages due to captured moisture.

Sometimes swages are covered neatly with heat shrink, making it impossible to inspect. Remove the heat shrink and if there is any sign of corrosion happening within the swage, do yourself a favour and replace the cable.

This is most important for wire braced aircraft, but can be applied to any cable that is in a aircraft.

Chris Kiehn

(giving this forum a try)

Hi,

There should not be any changes to 95.10 at all.

Let me know which form you mean and I will check it on Monday.

Chris

The LSA category will enable LSA approved aircraft to operate up to

600kg for 'land' operations and up to 650kg for 'amphibious'

operations.

CAO95.55 will be ammended with a new paragraph which will incorporate the LSA category.

The LSA category will NOT affect any other categories we have in place currently. Aircraft currently operating under CAO95.55 (factory builts)

will not be able to take advantage of the 600kg limit unless the

factory certifies the aircraft and issues them with a Special

Certificate of Airworthiness under the LSA system.

Current 19 registered aircraft will remain at a MTOW of 544kg or as specified by the designer/manufacturer.

The LSA category was supposed to have come in Sep/Oct, but now has been

changed to the 'last quarter of this year' according to CASA. It is in

the hands of the government at the moment....

Chris

The online shop selling RA-Aus merchandise is now available at http://www.raa.asn.au/shop or http://shop.aviationdownunder.com