rick-p

Speaking from a little experience that's correct a case is usually only commenced if it is relatively clear that the matter has teeth and there is precedent that is on all fours with the action. It would be in my humble view somewhat of a test case as all aircraft now are treated for the purpose of the statutes and reg's as Australian Registered aircraft which includes RAA aircraft. The uncertainty is in the exemptions and prima facia having to be a member of RAA. It's al a question of interpretation.

Yes, that may well be but that was my only point namely the thread was not fiction and I wasn't being subtle about it.

Yes but it was Fiction!

Maybe there should be a new organization started up, it could be called the ELAAA and run a parallel course with RAA. That would provide some competition on the playing field and a choice to the now dissatisfied members (if any) of that other organization. What do you think, it's a good idea?

I thought that this was an accidents and incidents forum but I suppose that one can be forgiven for thinking such a thing in view of how the thread got started in the first place.

Nothing, is what it's worth!

I would hate to have most of you guys on a jury, that is for certain. You would have the defendant hung drawn an quartered before the Judge had finished his morning tea, after swearing in the jury. Circumstances and facts that's all that matters because unless you are an expert in a relevant field your opinion is worth nothing more than a bucket full of cods wallop. Please desist with all the hearsay and pub gossip let the poor bloke rest in peace for the time being and wait for the coronial report to be tabled. If there is a real safety issue found early into the matter which is either airframe or engine related we will be advise sooner rather than later.

Nasty one Ft!

Excuse me! Drawn a conclusion, I was making an observation from actual facts within my own personal knowledge so a point could be made. No trolling is permitted on this site.

A very sad day for all his family, friends and fellow aviators. Please good people cease drawing conclusions as to the cause of Rob's demise, let the experts who will soon have all the information available to them, draw an informed conclusion. It saddens me that whenever a Jab is involved in an accident it is immediately assumed that the motor is at fault. This accident was a catastrophic event, probably mid air. There was no radio transmission or beacon activation which indicates a without warning, sudden event occurred. This is the second time in 12 moths that our club has lost a much loved by all member and it is a lot of hurt for a lot of people at this time so lets just continue to pay our condolences to his family without any assumptions at this time about the cause of the incident.

Guys please give it a bit of a miss at the moment as a lot of people up here are hanging on tender hooks at the moment waiting for some news a this has been going on since yesterday morning. Thanks.

It's just like a bottle of bitter pills, when the expiry date is reached throw it out and fit a Jabiru

Good chance that this incident was weather related and or medical but not mechanical.

Probably a stick exhaust valve or a through bolt caused the door to unlock and open. It's amazing what grief Jabiru engine can cause according to some experts!

If they had any brains whatsoever that would be looking in the opposite direction. Shadow tracking! I better be careful or I may have the Men in Black knocking on my door.

I will pass all your condolences on to his family and friends. Thanks! I know people always say as a matter of respect someone was a great person but in this case this guy was a real gentleman and all round good guy. Thanks again guys.

Yes true and a friend so please keep the assumptions out of discussions until the real facts are known. A very, very sad loss for his family, friends and all his club mates. You just never know when your numbers up. You will be sorely missed mate.

Dazza also the maximum revs I have on the prop and engine combination I get is 2650 revs and I cruise at 2150, 95 knts using about 11 to 12 litres per hour. There seems to be enough fuel going through to keep things cool enough. My motor runs pretty constantly about 145 CHT only on one occasion on a very long climb out did it get to 179 deg , the EGT 580 to 600 and oil temp 70, the highest it has ever been is 81 deg. The airframe of my aircraft is quite slippery, very little drag and maybe the combination of it all is what suits the Jab motor best. I do know that of the 6 Jab motors being used in my club in the Philippines apart from 2 problems I don't know of any others. The 2 problems were explainable. First, one of the operators went back to the States for 12 months it wasn't run and the motor ceased up with corrosion. The other problem was chaffing of the crank case, this was caused by detonation through the use of inferior fuel and that's it. Nearly all the motors have better than 500 to 600 hrs. I wish someone could explain it all to me as in my experience the motors have worked well. Thanks for listening.

Good point Dazza. I have the 2200 installed in my Lambada and don't appear to have any cooling issues. The air induction system is very good delivering a cool air flow to not only to the front cylinders but also the rear. Even in the middle of summer here in central Queensland I don't have a problem. I have also installed an oversized oil cooler. And thanks to Nev and Myles I'm using 50mls of 2 stroke outboard motor oil to 20 litres of avgas. All runs great, 300 hrs and not a problem but I still have my fingers crossed because it's always for me when it happens and not if it happens! Also have the luxury of a 30-1 glide ratio.

David I love the old Gypsy Major, truly a legend. I owned a J1N for about 14 years until it got rolled up into a ball by a freak wind storm. It broke my heart because it had history and was a great performer with the Mk 10 motor. It's first owner was Dunlop Rubber Co Australia. I think that I was the fourth owner in time. For all intents and purposes they were amongst the most reliable engines ever manufactured. At one time, just about every aircraft flying had one in one form or another. Now I'm only left with memories and a number of engine spares for a Gypsy 1 and other bits and pieces as I eventually sold the wreck.

As I said David I wasn't naming you, you have for the most part in your posts been constructive, case in point is your post 264. Maybe you are being a little hypersensitive yourself. Have a great day.

I have already done that David, not only in this post but also other related posts in respect of engine reporting matters and my observations still remain the same. There are some very smart informative people who use these forums but there are also others that need to get a life outside the internet. It's called cyber bullying if you haven't heard. I'm hyper nothing just concerned that their are a lot using these forums, making statements that are absolutely without foundation or even in some cases no common sense. I come and go from time to time but things just don't seem to change. I enjoy the forums but get annoyed when I see so much in the engine reporting threads or accidents and incidents that is totally inappropriate and unproductive to the user, the manufacturer and even the interested parties and more likely than not most frightening to the newbe of the sport.

David, if I wanted to name and shame you I would have said 'David' first. It was meant for the whole thread because things have become so damn boring with everyone trying to vi for who's got the best and most reliable pecker in the woods and can incite the most dissention amongst the forum users! This whole argument is out of control with baiting, biting, bitching and on the part of some just shear nonsense. Also extremely unproductive for all and sundry.

STILL PLAYED TO THE TUNE OF "THE LONG AND WINDING ROAD"

Hey Butch, (no disrespect meant) I don't fly a Jabiru I only use a Jabiru motor. The aircraft is European designed and manufactured with the Jab motor installation originally carried out for very cold climates I just did what any sensible person would do and that's tune it up to an Australian climate standard. My motor thus far has performed flawlessly for 300hrs but it does not stop me from each time I fly, as I do with any power plant, ask my self not what do I do if the motor stops rather I plan for when the motor stops. No motor is bullet proof. I have experienced 5 engine failures during the course of my flying hobby 3 Rotax 2 strokes, a 912 failure and a Lycoming but still have not as of yet become a member of the JEF club. Maybe the go is to have a look at the Jabiru engines that have run successfully without a problem as some of the problem I'm sure is in the installation ie overheating problems which in fact was the biggest single problem Jabiru had when 912's were being fitted under the early Jab cowls. What we really need is less talk and more action. Having said that I do believe that there is a lot more action going on behind the scenes than what is being made public because of the very fact that to make it public without it first being proven to be successful would be suicide for any manufacturer as there are lot of Jabiru bashers out there who appear to not want Jabiru to succeed. The usual tall poppy syndrome remains alive and well in this country.