skippydiesel

Anyone know where to source Tracy O’Brien brake parts (especially pads). 😈

ERSA is an official document (regularly updated for accuracy) that all Australian pilots revere to for precise details on the airfield they may land at. There can be no excuse for not publishing airport fees, conditions of use, in ERSA😈

Not so - ERSA under REMARKS, gives the following for : Dalby - "AD an AVDa Charges apply" - no amount conditions etc Armidale- "1. AD Charges: All ACFT" - as above no fee or details. Imagine if you pulled into a fuel station - no advertised $/L. After you filled up, they demanded say $10/L. You might feel a little taken advantage of. Not sure you are correct on this. My understanding is as stated earlier. Anyone offering a good/service must disclose the cost up front ie before good or service provided. In an airport context, the fees & schedule/conditions (weights, duration, etc) should be in ERSA - Some airports do give it all, some do not. Its my contention that if no fee is published, no fee can be legally demanded. I await the advice from our Forum legal experts. 😈

Back to Landing Fees: Reference : ERSA It's come to my notice (two landings at two diffrent airfields) that some airfields state that they charge a landing feed but do not say what that fee is. I believe it is against Australian Consumer Law, to charge for any Good or Service, without disclosing the fee befor the Good or Service is provided. This makes sense, as accepting the published/posted fee, is tantamount to the customer (me) agreeing to a contract to pay the provider, for the good or service provided. No fee no contract! If I be correct (??) would it be appropriate to refuse payment, when AvData bill for the landing(s)?? 😈

I may have this next speculation all wrong; At about the time of this accident, was it not common for airlines to give preferential training to "ab initio" applicants? My understanding of this term is, applicants with little or no prior (flight) training. The idea being that the airline flight school would train the aspiring pilot in their way/culture. In doing so the pilot would somehow be more appropriately skilled/safer An unforeseen by product of this is, that the new pilot may have had little or no time/experince in small aircraft. Small aircraft flying is often regarded as "seat of the pants" in that it instills basic responses to aircraft behaviour eg In a stall, lower the nose/add power. No airspeed indication , maintain straight & level add/decrease power , etc Captain Sullenberger of A380/Hudson River fame & glider pilot, is often sighted as an example of the desirability of those who advocate for commercial pilots having a grounding in small aircraft flying.😈

Very similar looking to my GME 😈

And - Is that sand/earth drifting across the road - desert/coastal . I visited Rainbow Beach (Qld) a few years back, in my Zephyr. The Z had tyres much like a wheel barrow and struggled with the sand/soft going. There is no way my Sonex would get off the ground , assuming it survived the landing😈

Without a ground inspection, might be okay in a STOL/big wheel/long travel suspension, job. For my Sonex, I would need either an in person or trusted/knowledgeable other, to do a pre use/landing report😈

Perchance you did your RPL training in your RV7??? 😈

I have received two emails, supposedly from RAA, this morning: "THE GOVERNMENT’S AUSCHECK FEE HIKES WON’T JUST IMPACT AVIATION" "Maxine Milera still needs you, ...." The emails include a request for money. Just had a conversation with RAA - not their emails 😈

Then GME MT610G , seems to tick all the boxes, without a recurrent subscription - just saying. AMSA is the Australian Maritime Safety Authority. Their focus is marine safety devises. They do refer to PLB's but state; "Personal Locator Beacon (PLB) This list is provided as a courtesy, showing Personal Locator Beacon (PLB) distress beacon models that, if purchased in Australia, are known to meet Australian Standards AS/NZS 4280.2. These standards are maintained by Standards Australia. To find out more about any beacon model, see the manufacturer's website. There may be additional beacons that meet standards that do not yet appear on this page. AMSA does not endorse any particular brand or model of distress beacon. Note: PLBs are not considered a substitute for EPIRBs when adhering to State and Territory marine carriage regulations." 😈

No - never have worked on equipment like that. If look back at what I wrote, I acknowledged there were exceptions to the cold oil dipstick check. Hot oil checks are the exception - When did you last see a recommendation for a hot oil check on an engines powering a car/motorcycle/mower/etc (what might be thought of as common equipment) ? I suspect that hot oil checks are largely confined to engines that run continuously or almost so. 😈

Flattery will get you a long way - What do you want? 😈

We are lead to believe (I live in hope) that RAA will be empowered, through its instructors, to train pilots for an Entry To Controlled Airspace Endorsements. If this should come to pass, it will mean that "RAAus aircraft operate under exemptions to many of these regulations and are therefore not aeroplanes" will have to change. RAA pilots will no longer be assumed to be levitating by an act of will, but by piloting an "...aeroplanes..." . 😈

I am on my second GME, GPS enabled, Personal Locator beacon (PLB) . First replaced (probably at well in excess of 10 years old & still working but getting close to end of service life). They come in a nice neat package, good price and meet the standards . Not having used one in an accident, cant really comment on efficacy, however did accidently trigger the system when doing the routine test on the second unit - Canberra called me on my mobile phone to see if all was okay (both embasing & reassuring at the same time). Might be just me but I found the first unit to be more "user friendly" than the second. 😈

I apologise if my oil change methodology description, left something to be deduced; I did say -"When I return to do the service (day or so after)........" My point is simple- warming the oil (as apposed to getting the engine up to heat soak temperature), in a Rotax 9, specifically to drain it, has few if any benefit(s) and may have unforeseen repercussions (eg oil analysis). I always burp my engine after the last flight of the day - Aside from an easy burp, when oil hot, it also means that there is only a small amount of oil, that has collected in the crankcase, that I can transfer when cold, with less than one complete rotation of the prop, to the oil tank, for a good (cold) oil drain. I also check the oil level before draining, as the tank will take a little more than 3L to refill - I note the "little more" quantity as part of my documentation/monitoring of oil used. Have I provide sufficient "logic" for you? 😈

"I’ve checked it both hot and cold" Almost every system of assessment requires consistency (eg temperature/hrs of service/etc) - what is the point of a hot engine/oil assessment UNLESS you are concerned there has been a resent loss of oil??? "Seems to work fine either way" Defies logic - no offence intended "Warm the engine before doing an oil change." Bit vague - resent discussion in Rotax Owner Forum - Owner /Maintainer concerned about high fuel content report in Oil Analysis. The likly reason - He was briefly warming the engine, on the ground, before draining the oil. To start a Rotax 9, the fuel enrichment circuit is engaged (engine runs rich) In the rich condition some of the fuel remains unburnt - passes the compression rings & enters the oil If you want to heat the oil before draining, get the engine up to FULL running temperature, for at least 30 minutes (an hour would be better). Make a point of getting the oil to 100C, in extended Climb. By doing this you drive off the volatile contaminants (fuel/ water / etc) AND your oil will flow nice and quickly when you drain it. Personally I cant see the point in warming the oil - On the last flight before I will be doing an oil change - I do my usual hand rotation to "burp". When I return to do the service (day or so after) I burp the engine again (usually burps within one complete rotation)- I have now returned all the oil (that will return) to the oil tank. Drain tank and refill.😈

Just work through the logic - If the engine has been recently run, it will take quite some time for all the free oil (not trapped in galleries/filter /etc) to drain to the lowest point. To assess the oil level - to decide, do I need to add oil or not - your system of measurement must be consistent AND relevant (is the assessment actually representative of the oil quantity). A hot engine/oil is unlikly to give you the ability to assess the amount of oil in your engine, simply because insufficient time has elapsed to allow as much oil as possible to drain into the lowest point. As stated earlier - I have never seen informed/authoritative advice, to check oil level in a hot engine - its always cold. You suggest that Rotax Owners Forum may be giving a hot engine oil check advice - please quote or give web connection😈

Thanks BirdGog - A nice clear statement. I will look into the reasons (if any), for CASA ruling that the training/review for a CTR endorsement MUST be conducted in a GA/CASA registered aircraft. 😈

BernieM, et al, "Does not surprise me that a Casa instructor will not do any training/endorsement work in a non Casa registered plane." While the outcome may be the same, ".....a Casa instructor will not do any training/endorsement work in a non Casa registered plane." is not the same as - " A CASA flight review must be done in a CASA registered plane." ".......complete a BFR (in a GA machine)..." The formers is a decision by an instructor. Another instructor may have a diffrent view. The latter is a ruling by CASA. All CASA instructors would be bound by it. You & others are giving conflicting opinions/advice. Now do you see where I am comming from??? 😈

Read what I actually wrote. Following the above statement (look back & check) - I have consistently been asking why can't a Controlled Airspace endorsement be conducted in a suitably equipped RAA aircraft ?- So far you & others have woffled on about RAA not having the authority to conduct CTA endorsements, gone off on tangents about Certification - not my question. 😈

Marty-d, A Warm/Hot oil check will not give you an accurate indication of oil contained within any engine. WHY - Hot engine oil will not have drained fully ie a significant quantity will still be adhering to all the components/inside of the engine. Adding oil to a hot engine reading may result in overfilling ie result of a false low level reading. This is unlikly to cause damage, as excess oil will be "blown" out of the engine. May cause you to record higher oil usage that actual - Rotax specify (from memory) Maximum 0.06L/hr In all my (limited) experince I have never heard of advice to check engine oil quantity on a hot engine (this may be diffrent for marine engines where I understand some engines have oil changes while running). I do know of at least one automatic transmission, that required the oil level to be checked hot, proscribed movements of the selector mechanism & with the engine running - completely diffrent requirements. As for Google/AI - Rotax publish very detailed/comprehensive manuals for the care & feeding of their engines - why put your trust in a dodgy AI system?? Join Rotax Owners Forum for quick access to all manuals, trained technicians and Rotax advisory publications https://www.rotax-owner.com/en/rotax-forum 😈

The detergent in engine oil is not about dirt per say, its about the ability of the oil to contain & suspend contaminants. In my limited experience: Detergent oils were first developed for diesel engines as a way to containe/suspend the high levels of soot. We were advised against using diesel/detergent oils in well used petrol engines, as it was thought that the detergent would clean the inside of the engine, such that clearances would increase, the engine would loose efficiency and possibly shorten its service life. Then we were told it was okay to use diesel oil in new petrol engines as they had yet to build up the layers of "beneficial"(?) varnish etc. Now we have detergent in most crankcase oils "suitable for diesel/petrol engines" Rotax recommended oils, for 9 series engines, are able to containe/suspend lead - is this detergent or some other system?😈

Well, thats a bit odd - I have done a BFR in a GA (CASA) registered aircraft and it was accepted by RAA - just lucky I guess. I bow to your more exact understanding of the regulations however I repeat my understanding of the requirements to enter Controlled Air Space: The aircraft must have a radio and transponder The pilot must have a CTA endorsement I have no recollection of there being a requirement that the aircraft be GA registered and at present the CTA endorsed pilot must have a current GA license. This may change in the future, with RAA getting up to speed with RAA CTA training for instructors.😈

I agree, why not an RAA registered aircraft fitted with transponder & radio????? 😈