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About damiens

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  1. damiens

    Kit/Amateur built maintenance.

    Thanks for this, I am very familiar with sched 8. I have just read through all the appropriate bits in the RAA tech manual. It's a complicated business, but seems to have freedoms that don't exist elsewhere. For others reading, my scenario above may work in the RAA world with a two seater, but not anything larger. I assume this may change in the future if the weight restrictions change. Thanks again.
  2. Kit/Amateur built maintenance. Do I have this right? If I purchase a non factory built, non certified, non S-LSA (either kit or from plans) aircraft, that I did not build. All maintenance or modification on this aircraft will need to be performed by a LAME (not an L2, L3 or L4) regardless of whether it is registered "VH" experimental or with RA Aus? So as another example, say Joe Bloggs takes advantage of the "two weeks to taxi" program from Glassair (that complies with the 51% build rule - let's just assume it does comply). Joe Bloggs flies this aircraft for a couple of years and maintains it himself, then he decides to sell it to me. In the above scenario, would I always need a LAME to do all maintenance? And just for the record, this question comes from reading as many CASA regs as I could find on the subject, and what a rabbit hole that was.
  3. So is this based on an approx 9% weight increase (from 550kg to 600kg) and corresponding 9% performance decrease from 650ft per minute to 595ft per minute. Does this imply that the climb performance degradation is linear with the weight increase. That sounded way more complicated then i intended. Understanding that things like density altitude and other factors are more significant, I thought it would be handy to have a rough guide given that the POH is next to useless on the issue. My thinking being that if I am very used to flying a particular aircraft at say 500 kg and I chuck in a passenger and some luggage in, I could expect X fpm in climb. Of course, the other way is to go for a fly and check it out :-). Thanks all for the input.
  4. Is there a rule of thumb calc for changing weight and rate of climb. As an example. If at standard conditions, sea level, 1013 and 15 degrees and 550kg takeoff weight I achieve 650fpm climb at VY. Is there a calculation to say what rate of climb FPM I would expect at 600kg (extra 50kg). So what would the extra 50kg decrease the rate of climb by, all things being equal?
  5. damiens

    Float Amphibious LSA Hire

    G'day Howe, just so happens at my local the other day we were listing our beaches collective kitesurfing injuries (small group of about 15). Broken fibia, two ACL's, entire flesh stripped from an index finger plus a rotar cuff. This kitesurfing is dangerous, I'm going flying :-)
  6. damiens

    Float Amphibious LSA Hire

    facthunter - not sure if that was a serious question about sailing. But I have been around boats, wind, surf and sailing all my life. Have a current boat license.
  7. Does anybody know if there is anybody on the east coast, preferably NSW/VIC that would hire an LSA float amphibious plane out. The catch being that I would need to get float plane endorsement in it or I will get the endorsement elsewhere and then hire it. Responsible pilot, 400 ish hours, aircraft owner, would treat is as I would my own, etc etc. Thanks Damien
  8. Hi all, I had a shock absorber seal let go on the cub and it soaked the dual calipers brakes with oil (Beringer brakes). I cleaned it up as best I could without pulling them apart in the hope that it would burn off any residue with a good taxi. Unfortunately, that didn’t work out. They are adequate, but only about a third as effective as the other side. Is there any solution short of pulling them off? Thanks Damien
  9. Still don’t quite understand. So the mtow increase won’t apply to factory built LSA ie. 24 and 23 rego’s. But will apply to “certified aircraft” like a 150 if it is maintained the same as GA with a LAME. So where is the actual benefit? I suspect I must be missing something here. There as so many LSA aircraft that the manufacturer allows a higher MTOW if experiemental, but the same aircraft can’t legally do it when LSA. Wasn’t the change initiated to solve the obvious problem of folks carrying less fuel to stay legally within the often artificial 600kg?
  10. What happened, if anything regarding the MTOW being lifted from 600kg to 750kg (and purportedly higher)? Did this ever get changed, did I miss something? I read some older threads and it seemed a bit contentious, but it was also indicated as likely. Thanks Damien
  11. damiens

    Propeller pitch adjusting tool

    Thanks SkippyD for the above, it's all great info. I suspect my beast is a whole lot more draggy (big 26 inch tyres and leading edge slats) than others I am reading about, as my climb RPM is a lot closer to my WOT straight and level rpm (I still need to completely test my straight level WOT in calm conditions to be sure). I think I will use it as is for now and get some solid numbers established and written down, then maybe fine up a half a degree if required/preferred. Thanks Damien
  12. damiens

    Propeller pitch adjusting tool

    To resurrect an older thread and for my education as I am new to Rotax engines. On Sunday we re-pitched our Savage Cub (Rotax 912 ULS with three blade DUC Helices ground adjustable prop). On climb we were getting 5,200 rpm max before making the prop 1 degree finer and now we are getting 5,400 rpm on climb (performance improvement was stunning). I am yet to test max throttle rpm at straight and level as the weather became unsuitable. We want max takeoff performance and good engine safety as well. Do I have it right, that we are aiming for probably about 5,500rpm on take off and most importantly about 5,650 rpm WOT in straight and level? Airfield is about 800ft above msl, should the test be carried out at sea level to be sure? Does the 800ft make enough difference to be concerned about? I have also read to cruise anywhere between 5,000 and 5,400 rpm, as below that you are labouring the engine (fine for circuits and landings but cruise, keep it higher). Thanks in advance.
  13. I was looking to get a cover from someone like "Punkin Heads" but was uncertain if the covers would rub and damage the fabric covering of the aircraft. Our wings and fueslage are fabric, does this type of cover work if storing outside for a week or so at a time? Thanks Damien ps. I only have experience with composite aircraft.
  14. damiens

    Calculated risk of a mid-air

    The other side of the technology being TCAS. I have been flying frequently the last year with an aircraft that has a traffic awareness system (Skywatch). I have been stunned how many aircraft I can't and don't see, but I know they are there. Around places like Bankstown, I am starting to realise how handy TCAS can be. Nothing beats your eyes in the circuit though.
  15. damiens

    Cirrus SR22

    For what it's worth, after about 100 hours in an SR22, I can't think of a piston single that I would prefer to fly in either IMC or over any large distances. They are simply an awesome machine, and I think, a pleasure to fly. If you want to go digging you will find that the stats show a remarkable reduction in fatalities, to a point where they are in fact way below the GA average. This is apparently due almost entirely to pilot training. The current Cirrus transition training is the best I have seen. I do agree however that the Cirrus developed a reputation because they were so accessible to inexperienced pilots who flew them without an understanding of the requirements of a fast wing and possibly flight planned differently because of the chute. The current training has vigorously addressed both of these issues. There will always be people who ignore the training requirements, sadly some pay a price. What I am really trying to say is "I like em, I think they are good" :-) Ps. You might want to consider the G2 (2006), they are comparatively well priced in the market and have most of the great features of the new ones.