kgwilson

There are 2 RAA schools at Coffs as well.

 

 

It only needs 1 coat, is really hard, very chemical & corrosion resistant & has a better gloss finish IMHO. Most of the composite and aluminium A/C I know of around here are painted with a 2 pac paint. Wouldn't be any good on fabric.

 

 

Nothing to stop you getting "an endorsement" on every aircraft you wish to fly, and getting an insturctor to write something along these lines in your logbook, if that is what you want. Just that it is not required by law and many prefer not to go down that line. One doesn't need every detail layed down in a manual to use commonsence.

Fair comment. based on some of the flying I have witnessed there are plenty of pilots who could benefit from a bit more instruction, even a check ride would be better than nothing.

 

 

I was of the impression that the CSU and retractable were still endorsements.

True, but type ratings are no longer required in GA for a specific single engine A/C under 1500kgs I think, just endorsements for CSU, RG, tailwheel etc.

 

 

Personally I can think of nothing worse than moving in this way for Australian ultralights:Firstly the single aircraft endorsement is a very out dated concept from GA (even they don't do this any more)

Secondly it is completely at odds with the core of experimental/home built and minimal interferance that is the core of ultralights

 

Thirdly it is impossible to apply effectively to single experimental reg aircraft as from a practical perspective every aircraft will be different - even if it started out as a kit.

So you are happy with someone with a 3 axis pilot certificate being able to jump into any aircraft & attempt to fly it. The water is a bit more muddied with homebuilts I agree, but with type ratings one type generally covers many variants. There have been more Cessna 172 variants than most people have had hot dinners, some with CSUs & retractable gear but the one rating fits all.

 

 

Why do people keep thinking they can get an RPL if they don't get a class2 medical. You WON'T, unless the present situation changes and I have no news of that happening. Nev

What is the point of an RPL medical then? I thought it was able to be provided by your GP and it says that basically you are fit to drive a motor vehicle, whereas a class 2 medical has to be issued by CASA via a DAME. Is this not the case?

 

 

I also agree with the assertions made in the Sportpilot article. I don't mind being a member of RA-Aus to fly an Ra-Aus registered aircraft but I don't think I need a Pilot certificate as well as my PPL or maybe an RPL if I can't get my next Class 2 medical. I do think that I should have a type rating for the RA-Aus aircraft that I fly though.

 

 

Personally I think that all aircraft should be issued a Type certificate and that you should be rated to fly that type. This is carried out by a flight instructor who then certifies your logbook that you now have a type rating for the particular aircraft. This is what I grew up with & is still current in NZ.

 

Learning to fly a Skyfox Gazelle & then jumping into a Sting doesn't mean you can fly the Sting just because it is tricycle undercarriage fits into the RA-Aus definitions of MAUW 600Kgs, Stall 45 kts or less etc. The performance envelopes and flying characteristics are totally different.

 

Have a look at the Type Certificate for a Bantam and also the CAA Type rating Demonstration of Competency guidelines NZ instructors must comply with before signing off a Type rating. They define what types you are legally able to fly and that you have demonstrated competency in that type. There is no guesswork. It works. Ra-Aus could just copy it.

 

A-13_Bantam_B22S_B22J.pdf

 

Type_Rating.pdf

 

A-13_Bantam_B22S_B22J.pdf

 

Type_Rating.pdf

 

A-13_Bantam_B22S_B22J.pdf

Type_Rating.pdf

WTF is this thread all about???????

 

 

A truce would be a good start.

 

 

Definitely at some fly-ins in the new year.

Will you be at Evans Head on 9/10 January? I am in the process of putting the 2 pac top coat of paint on my Sierra so won't be quite ready to fly in but I will be there to check out all the old, new, beautiful, ugly, slow, fast, quiet, noisy, large, small, cheap & expensive anything that flys.

 

 

I believe in NZ GA pilots can fly ultralights as long as they take some dual and are issued a rating (endorsement) on type. No issue with registration as ALL aircraft in NZ are registered ZK-xxx and are either a class 1, (single seat) 2 (two seat) or LSA. Those aircraft will have a MTOW of 600Kgs or less. There is NO requirement to belong to a microlight organisation of which there are two in NZ to my knowledge.

One other thing is that you must have a type rating endorsed by a CFI in your log book before you can legally fly any aircraft type with a passenger in NZ. This is not a bad thing just a bit more expensive than just having an upper limit weight rating. This would sort out cowboys who think they can fly anything but then realise they aren't really too good at flying a very light twitchy plastic fantastic after the docile C172 or PA28.

 

 

Nah, he just resurrected himself as a shock jock & hasn't been even able to finish an intelligent statement or thought since.

 

 

You're a lawyer, aren't you.

I resemble that remark. The only comment I can make is "What do you call a boat load of Lawyers that has sunk with no survivors?" Answer? Do I have to spell it out? Well OK then. It' a good s***t.

 

 

Probably and possibly notwithstanding the ability to absorb or impart or receive information proposed or implied or specified or suggested in the manner prescribed under the FAA regulations or suggested, proposed, promulgated, considered, discussed or thought about possibilities than may preclude misunderstanding, then incomprehension is possible or probable or certain or in fact guaranteed.

 

 

placing old gull wings underneath certainly stabilises temps. More resistant to changes and more even across each side.Between sides is harder, Im using a small fence to restrict air to RHS and bring temps up a bit......more trials needed but it is working

I tried a inlet ramp into LHS duct, did bugger all

Are you getting an even mixture to both banks? A good Cobra head setup with a directive vane at the carb air intake can make a huge difference to differing temps on either bank. Garry Morgan has done a lot of trials & testing & what he has done works a treat on all Morgans. Here are a couple of pics of my setup as advised by Garry. The vertical vane can easily be bent one way or the other to get the temps even. The large Cobra Head provides smooth airflow & the vane is vertical, top to bottom & follows the curve of the Cobra Head. The vane is just a 3" long bit of 25 thou sheet inserted in a slot on the top of the Cobra Head. I have covered the tags with some gaffer tape to seal it. It takes about 5 minutes to remove and alter the vane.

 

 

 

Gull wings are standard with CAMIT engines and they are larger than the Jabiru ones were.

Are they on the top or bottom?

 

 

Bex,Jab had until about 5 years ago added what they called "Gull wings" between cylinders. A piece of aluminium sheet that connected to each head with adhesive.

They recommended to remove same, probably after the newer heads.

 

Phil.

The "gull wing" baffles are still included in the ram air duct installation manual for 6 cylinder engines but Jabiru no longer supply them with the engine. The idea from Jabiru is to force air through the head fins rather than between the cylinders. Jabiru specify these should be on the top.

Gull Wing baffles have been around for years and are on many Lycoming & Continental engines but are always on the bottom. This allows air to flow down between the cylinders & then be forced sideways to get some air flow over the cylinder fins at the bottom. This seems to me to be a more sensible approach than the Jabiru one. I have not installed them but will monitor the situation once my aircraft is flying.

 

 

Interesting concept. It should have some effect at least. Presumably you would put 21 of these between cylinder heads to connect all fins, so 42 per side, total 84. Would a push on fit be good enough so they wouldn't come off through vibration? The number per side is good (See Athiest thread) as it is the answer to life the universe and everything.

 

 

There is a Camit 3300 engine that has been installed in a Jab 200 at our airfield and has serial No 27 on it so I am assuming there are 26 others out there somewhere.

 

 

There is a Camit 3300 engine that has been installed in a Jab 200 at our airfield and has serial No 27 on it so I am assuming there are 26 others out there somewhere.

 

 

Last month, a world-wide telephone survey was conducted by the UN.

 

The only question asked was:-

 

"Would you please give your honest opinion about possible solutions to the food shortage in the rest of the world?"

 

The survey was a complete failure because:

 

In Eastern Europe they didn't know what "honest" meant.

 

In Western Europe they didn't know what "shortage" meant.

 

In Africa they didn't know what "food" meant.

 

In China they didn't know what "opinion" meant.

 

In the Middle East they didn't know what "solution" meant.

 

In South America they didn't know what "please" meant.

 

In the USA they didn't know what "the rest of the world" meant.

 

And in Australia, New Zealand and Britain everyone hung up as soon as they heard the Indian accent.

 

 

If Jabiru wants to move forward, they would better off going back to a solid lifter engine, as mentioned by multiple people. They just have to listen.

I know that Ian Bent has done this with his engine but Jabiru have modified the hydraulic lifter engine with roller followers. Are there any reports of problems with this configuration? It hasn't been around for that long but there was a lot of pre-release testing & I haven't heard of any issues to date.

 

 

Posted in a different form in 2007 but this is a better version.

 

A woman in a hot air balloon realised she was lost. She reduced altitude and spotted a man below. She descended a bit more and shouted: 'Excuse me, can you help me? I promised a friend I would meet him an hour ago but I don't know where I am.'

 

The man below replied, 'You're in a hot air balloon hovering approximately 30 feet above the ground.You're between 40 and 41 degrees north latitude and between 59 and 60 degrees west longitude.'

 

 

 

'You must be an Engineer,' said the balloonist.

 

'

 

I am,' replied the man, 'how did you know?'

 

 

 

'Well,' answered the balloonist, 'everything you have told me is probably technically correct, but I've no idea what to make of your information and the fact is, I'm still lost. Frankly, you've not been much help at all. If anything, you've delayed my trip by your talk.'

 

 

 

The man below responded, 'You must be in Management.'

 

 

 

'I am,' replied the balloonist, 'but how did you know?'

 

 

 

'Well,' said the man, 'you don't know where you are or where you're going.You have risen to where you are, due to a large quantity of hot air. You made a promise, which you've no idea how to keep, and you expect people beneath you to solve your problems. The fact is you are in exactly the same position you were in before we met, but now, somehow, it's my bloody fault.'

 

 

I agree with Turbo that change can occur from within with good policy and motivation. I know this can work well in private industry as I have been part of the process. The only difference is that the CEO takes instruction from the board who are responsible to shareholders & The CEOs head is on the block. In the case of a government department there is rarely any motivational requirement from government, just lots of words which will never come back to bite them. Apart from that they (current government) may not be there after the next election & the new government will pour scorn on their ineffectiveness & quietly leave everything as it is.

 

SOE used to stand for State Owned Enterprise now it is Statement of Expectation. If all else fails they'll change the meaning of what has been said.