BrendAn Posted October 25 Posted October 25 Raaus can be vague about things. My first xair was 554 kg mtow. When I sold it they changed it to 450 kg. The second xair was 544 kg and when I went to transfer they rang up and said that aircraft must be 450 kg now. I said cancel the registration and I will part out the aircraft. I did not want a dual control single seater. Then they offered me 490 kg which I accepted. So where do all the other aircraft stand that were reduced to 450 kg.
Moneybox Posted October 25 Posted October 25 Most Evektor Sportstars are LSA but for some reason this particular aircraft is Type-Certified. It was a Factory Demo model, perhaps that made a difference or was it registered before LSAs came into being? It's a 2004 model.
facthunter Posted October 25 Posted October 25 Better if you are not LSA. It's a stop gap concept anyhow. Nev 1
F10 Posted October 27 Posted October 27 This seems a bit of a minefield.....What makes sense to me is running an engine on condition, with a 24-rego, with the restrictions of no training, student solos or hire of any kind. RA aircraft are compulsory placarded with "fly at your own risk" after all. However, I understand that you could submit a MARAP, to install a different engine in your 24-rego aircraft. Such as replacing an 80Hp Rotax with a 100Hp Rotax. Now to me, that is strange, as this is a definite significant change to the type certificate? In this case, I think the aircraft should be re- registered as experimental. 1
facthunter Posted October 27 Posted October 27 Zero timing an engine is illusory as a concept. You can check for cracks but all parts suffer fatigue which cannot be tested for in a non destructive way. Some items have a shelf life also. A small rust pit on a valve spring will cause it to fail.. How do you know a valve stem has not stretched and started to crack unless you strip it and inspect? Aero engines meet original power output until the day they are removed from service or All your performance data is skewed. What exactly is ON CONDITION? Compressions checked, runs OK? Is THAT enough? It's an AEROPLANE and at times your life depends on that engine. Not like a car, motorbike or ride on Lawnmower. Nev. 1
F10 Posted October 27 Posted October 27 How did that QANTAS crew know their brand new Trent engine was going to fly apart? I agree that on condition should be more than a compression check, an oil sample analysis and a bore scope should be considered. But to simply scrap a perfectly running engine, for again recreational use, I think, is overkill. 1
facthunter Posted October 28 Posted October 28 (edited) That engine was a rare higher powered dealer serviced RR version and had an oil line elbow machined so incorrectly you would have handed it back at Bunnings as soon as you looked at it. . It's been proven that extending motors "ON CONDITION" causes the eventual overhaul to be more costly as engine wear accelerates when Things are not as good as when near new. TBO used to be established by the proven record in the field. These days it seems you can claim just about anything and get away with it. Motors are treated very differently in service and in different applications... Infrequently used motors are very suspect as is anything that is overheated or over speeded or run too cool. or fiddled with unnecessarily or the prop contact anything or the motor not tuned well, with rough periods occurring. Aero motors run best when used nearly every day and not for just an isolated circuit or short ground run. Nev Edited October 28 by facthunter 1
F10 Posted October 28 Posted October 28 Yes I know it was a oil-way design fault, it was hidden, still resulted in a new engine failing. A well cared for engine, will last a lot longer than an abused engine. For fare paying, RPT ops, yes scrapping a perfectly running but timed engine is justified. I still think for private recreational use, if a perfectly running time expired engine, “with conditions for further service” as there are but yes, could be refined and detailed a bit, is acceptable. As for infrequent use, well you’re talking about the entire RAAus fleet!
BrendAn Posted October 28 Posted October 28 Raaus aircraft with a type certificate can run on condition in a flying school. I have seen it first hand. 912 was changed out at 3600 hrs and it was still passing all checks then. The owner told me he was able to do it because it was type certified. Very confusing. 1
facthunter Posted October 28 Posted October 28 The engine and aircraft combo are considered but I can't see how it could extend the Engine Makers figures. Nev 1
BrendAn Posted October 28 Posted October 28 13 hours ago, facthunter said: The engine and aircraft combo are considered but I can't see how it could extend the Engine Makers figures. Nev There are ga flight school planes that have been running on condition for 20 years plus.
johnm Posted October 28 Posted October 28 14 hours ago, BrendAn said: Raaus aircraft with a type certificate can run on condition in a flying school. I have seen it first hand. 912 was changed out at 3600 hrs and it was still passing all checks then. The owner told me he was able to do it because it was type certified. Very confusing. assuming that is a verbal arrangement / agreement with RAA ........................... or is there written text from RAA that explains / supports this
BrendAn Posted October 28 Posted October 28 6 minutes ago, johnm said: assuming that is a verbal arrangement / agreement with RAA ........................... or is there written text from RAA that explains / supports this 100 % true and documented. the instructor is also a lame and he was able to do it because of something to do with having a type certificate . its a casa rule that raa comply with. tecnam p92.
Blueadventures Posted October 28 Posted October 28 1 hour ago, BrendAn said: 100 % true and documented. the instructor is also a lame and he was able to do it because of something to do with having a type certificate . its a casa rule that raa comply with. tecnam p92. They issue a CofA, a mate got a quote to sort an issue of an LSA aircraft that is 2010 build and Rotax will be 15 years soon. Told by RAA that a LAME can issue a CofA and then able to run engine on condition. Can't use for teaching etc. Cost approx $1,500 for CofA. 1
Moneybox Posted October 28 Posted October 28 The way I see it is if it is a factory built LSA then it cannot be run on condition. If it is factory built and has a Type Certificate (not LSA) then it can be changed to run on condition. 1
Blueadventures Posted October 29 Posted October 29 (edited) There seems to be a work around. A friend is looking at purchasing an LSA that is approaching 15 years on the engine. I do inspections and conditions reports and have done ones for him in the past. I gave him a list of details to ask for and questions for RAA. Particular questions regarding LSA, engine on condition and the constant speed prop services due and replacement time etc. He spoke to Jarrod and the way forward for this aircraft is as mentioned above (Aircraft is placarded as LSA). I stay out of the direct inquiry (unless engaged to do such) as it's up to the interested buyers decision. I'm booked to do an inspection on weekend which will be a detailed look and or a condition report if requested. Edited October 29 by Blueadventures text added 1 1
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