Reregistering an RAA aircraft

[facthunter]

Ordinary brake systems have cups or "O" rings the Master cylinder is similar . Either can fail. All cars have divided brake systems these days. Having to pump the brakes was common with the older systems during a hard stop. I've had one side fail on a Gazelle. There's no warning It generally happens on a long downwind taxi with the brakes applied Lightly. Nev

[BrendAn]

2 hours ago, facthunter said:

A hydraulic Park brake could not be considered suitable.  Nev.

the tecnam has a hydraulic park brake. its ok to hold the plane while you get the chocks. i wouldn't trust it for long periods.

[Red]

Alpi Pioneers also have a hydraulic park brake, I've known them lose pressure over time, overnight for instance I wouldnt trust them.

I uess they are an easy way to enable a park brake if the brake lines pass close to hand as its basically just closing a valve.

The Skyranger series just has a hole in the brake lever to stick a pin through thus holding the hand lever in braked position.

[spacesailor]

Missing in that list of items allowed! . Magneto points . Lots of aircraft motors have them .

16 thou . But what is that , In the new language. 

spacesailor

Edited yesterday at 08:22 AM by spacesailor

[facthunter]

! mm is 3937 Thousanths of an inch. Round it to 40. ' 1 MM is'004".  . So what is 16 thou? Nev

[Blueadventures]

7 minutes ago, facthunter said:

! mm is 3937 Thousanths of an inch. Round it to 40. ' 1 MM is'004".  . So what is 16 thou? Nev

about 0.4mm

[Moneybox]

58 minutes ago, Red said:

Listen to Skippy here.

Set max at 5200 tied down and prop full fine, if you set 5800 tied down as you stated then full fine in flight will allow an overspeed

 

Yes I had a telephone discussion with Skippy on this. For now I'm not fiddling with the prop. If I do anything I'll adjust the rpm at stall by using the propeller controller and place a stop so that it can't be brought right back to fine pitch. After the plane is in the air I'll have a better idea of what adjustment I need.

[aro]

7 hours ago, skippydiesel said:

Rotax have a recommended STATIC (tied down/aircraft not moving) engine speed of 5200 rpm @ WOT

5200 rpm is the minimum recommended speed for WOT operations to protect against detonation. 5300 is better, 5400 better still. In practice, it's probably the minimum rpm for climb at Vx.

The static rpm will depend on the propeller and aircraft speed e.g. I get about 5300 rpm static but only 5200 on climb out.

If you have controllable pitch, you might want 5800 for maximum power in takeoff & initial climb, with the ability to set 5500 (maximum continuous) for climb or cruise.

[BrendAn]

On 01/03/2025 at 10:52 AM, Moneybox said:

I've just gone through the process of preparing for registration of a 24-**** unregistered aircraft. RAAus have very comprehensive history on the plane even though it's been sitting in a shed/hanger for 12 years. They were very approachable from day-1 which was well before I made the decision to travel from WA to QLD to check it out. I've had nothing but friendly support from them up to this point nearly 12 months on.

 

I have a lifetime of experience in maintenance and manufacture of mechanical things, mostly automotive and qualifications to go along with it but without an L1 I'm not allowed to work on the plane. I have been told unofficially that until registered I can do the work although I'm not sure on that. I can't get an L1 until I have a pilot's license even though I have qualifications in mechanical engineering, auto electrical, transmissions, diesels, air conditioning and more. 

 

Anyway to cut a long story short I did all the required upgrades to bring the plane up to scratch but I couldn't sign anything off. I had to tow it to an aero workshop so that they could paw over it for hours confirming that the work was carried out to the required level. My LAME flew for nearly three hours and spent a day and a half. We fitted the wings, tested the instruments with calibrated equipment, performed the engine leak-down test again, ran it up and down the taxiway to check maximum engine revs at various propeller pitch settings, tested the brakes and park brake and more. We removed panels all over the place looking for control connections, corrosion or anything else. He went through the inflight adjustable propeller manual checking for service life etc. He updated the logbook and maintenance manual with all work carried out and replacement parts fitted.

 

Now it's ready to fly but it's chained to the ground waiting for the red tape to be cut..... I'm patiently waiting.... are we there yet?

You can do your l1 as long as you are an raaus member. Don't worry about the pilot thing. I did it and the endorsement has been listed on my profile.  I don't have RPC yet.

[Moneybox]

11 minutes ago, BrendAn said:

You can do your l1 as long as you are an raaus member. Don't worry about the pilot thing. I did it and the endorsement has been listed on my profile.  I don't have RPC yet.

Nicola at RAAus told me "Get your RPC, some people get it the wrong way around". No problem now because I did all the work working on the theory that anybody could work on an unregistered aircraft 😉

 

The aviation workshop I went to did a full analysis of the work I carried out and signed it off so I'm very appreciative of that although I'm still smarting over the cost of beer 🙃

[skippydiesel]

1 hour ago, aro said:

5200 rpm is the minimum recommended speed for WOT operations to protect against detonation. 5300 is better, 5400 better still. In practice, it's probably the minimum rpm for climb at Vx.

The static rpm will depend on the propeller and aircraft speed e.g. I get about 5300 rpm static but only 5200 on climb out.

If you have controllable pitch, you might want 5800 for maximum power in takeoff & initial climb, with the ability to set 5500 (maximum continuous) for climb or cruise.

"5200 rpm is the minimum recommended" -  True! Also true, that a higher rpm is likly to be easier on the engine.

 

"The static rpm will depend on the propeller and aircraft speed"  - This statement is not correct. Static means not moving (aircraft usually tied down). Static rpm is measured at WOT, has nothing to do with  a conventional  propeller type/make (unless one of the new fandangled E props) rather the prop blade pitch setting.

 

"I get about 5300 rpm static but only 5200 on climb out." -  Without more details, & assuming you are not using an E prop, I would guess your Climb Out attitude is too steep. Lower the nose of the aircraft to allow for more airspeed and higher engine/prop rpm. Your engine will thank you for it.😈

[spacesailor]

So ! .

You don't have to be a 'pilot '  .to work as a L1 , just a raa member .

spacesailor

[Moneybox]

18 minutes ago, spacesailor said:

So ! .

You don't have to be a 'pilot '  .to work as a L1 , just a raa member .

spacesailor

 

Well, perhaps not. Brendan seems to have slipped through and I can't find anything now to say that you need your RPC.

 

The L1 Maintenance Authority is a compulsory requirement if you wish to maintain your own aircraft. If you do not perform any maintenance on your aircraft above the definition for Line Maintenance as per section 12.7 of the RAAus Technical Manual, this course is not required to be completed.

We've streamlined the enrolment and assessment process so that your progress can be linked to your records, however you will still need to register an account in the Learning Management System (LMS). 

 

Line maintenance.pdf

Edited 23 hours ago by Moneybox

[aro]

21 minutes ago, skippydiesel said:

"The static rpm will depend on the propeller and aircraft speed"  - This statement is not correct.

True, I left out part of the statement:

The static rpm that results in a minimum 5200 rpm WOT in climb will depend on the propeller and aircraft speed.

I knew what I meant!

 

27 minutes ago, skippydiesel said:

I would guess your Climb Out attitude is too steep. Lower the nose of the aircraft to allow for more airspeed and higher engine/prop rpm.

With a draggy aircraft, going faster gives up a lot of climb rate. A leisurely climb is fine once you have some altitude, but initially you want something close to best rate so you have options in case of a problem. I do tend to climb less steeply above circuit height for more rpm, but it takes a significant increase in speed for a small rpm increase.

[3rd harmonic]

That list of items that are considered 'Line Maintenance' is pretty extensive and most of the items listed there could easily get you into big trouble and/or damage the aircraft if you didn't know what you were doing. I think they make some passing comment about people being competent to perform the task, but who decides that? Some people who might quite competent or experienced pilots, wouldn't know the difference between a left or right handed screwdriver! I would back my engineering/mechanical skills over my piloting skills every time, but that's just down to lack of experience in the latter. In a different life would love to have been a flight engineer - on those big complicated aircraft they are REALLY the ones in control 😉

[skippydiesel]

14 minutes ago, aro said:

True, I left out part of the statement:

The static rpm that results in a minimum 5200 rpm WOT in climb will depend on the propeller and aircraft speed.

I knew what I meant!

Very good!

14 minutes ago, aro said:

 

With a draggy aircraft, going faster gives up a lot of climb rate. A leisurely climb is fine once you have some altitude, but initially you want something close to best rate so you have options in case of a problem. I do tend to climb less steeply above circuit height for more rpm, but it takes a significant increase in speed for a small rpm increase.

So not the C172 listed in your bio?

My last aircraft had a 30 knot stall speed, I could still manage to control engine speed (5200-5500 rpm) with attitude and climb out at 1000  +ft /minute.  I think most pilots are trained to adjust power/ attitude at around 500 ft (assuming no additional risk factors) Dont know your experince/training however you should know that best angle of climb (VX)  creates its own risks that must be measured against best rate of climb (VY). If you are consistently operating your engine below optimum (min 5200 rpm) there is an elevated risk of premature failure. There may also be problems quickly achieving a good glide speed, in the event of engine failure, due to high initial angle of attack.😈

[skippydiesel]

9 minutes ago, 3rd harmonic said:

 In a different life would love to have been a flight engineer - on those big complicated aircraft they are REALLY the ones in control 😉

Me thinks you are showing your age - flight engineers  not so much in demand these days😈

[Moneybox]

21 minutes ago, 3rd harmonic said:

That list of items that are considered 'Line Maintenance' is pretty extensive and most of the items listed there could easily get you into big trouble and/or damage the aircraft if you didn't know what you were doing. I think they make some passing comment about people being competent to perform the task, but who decides that? Some people who might quite competent or experienced pilots, wouldn't know the difference between a left or right handed screwdriver! I would back my engineering/mechanical skills over my piloting skills every time, but that's just down to lack of experience in the latter. In a different life would love to have been a flight engineer - on those big complicated aircraft they are REALLY the ones in control 😉

 

I don't think it's an invitation for all to become aircraft maintenance technicians but it does give some of us to perform the tasks we're comfortable with. At the end of the day you do have fly that same plane you've been tinkering with.

[BrendAn]

1 hour ago, Moneybox said:

Nicola at RAAus told me "Get your RPC, some people get it the wrong way around". No problem now because I did all the work working on the theory that anybody could work on an unregistered aircraft 😉

 

The aviation workshop I went to did a full analysis of the work I carried out and signed it off so I'm very appreciative of that although I'm still smarting over the cost of beer 🙃

Bullshit. What's wrong with doing the l1 before RPC. Absolutely nothing. Ask Nicola what her reasoning is. She won't have a clue I can tell U that. 

[Moneybox]

2 minutes ago, BrendAn said:

Bullshit. What's wrong with doing the l1 before RPC. Absolutely nothing. Ask Nicola what her reasoning is. She won't have a clue I can tell U that. 

This is not the week to upset her. My registration application is in 😁

Edited 22 hours ago by Moneybox

[BurnieM]

Just did it online today.

Did about 3 hours of reading, references in the online notes and about 40 minutes for the exam.

Out of 50 questions only about half a dozen actual maintenance questions and the rest about the rules.

You need to know the name of the FAA advisory maintenance circular but dont bother reading it.

 

I do not think they actually see it, it just appears on your membership record, in my case 2 minutes after the email saying I passed.

 

Edited 22 hours ago by BurnieM

[BrendAn]

55 minutes ago, skippydiesel said:

Very good!

So not the C172 listed in your bio?

My last aircraft had a 30 knot stall speed, I could still manage to control engine speed (5200-5500 rpm) with attitude and climb out at 1000  +ft /minute.  I think most pilots are trained to adjust power/ attitude at around 500 ft (assuming no additional risk factors) Dont know your experince/training however you should know that best angle of climb (VX)  creates its own risks that must be measured against best rate of climb (VY). If you are consistently operating your engine below optimum (min 5200 rpm) there is an elevated risk of premature failure. There may also be problems quickly achieving a good glide speed, in the event of engine failure, due to high initial angle of attack.😈

Did you have a hard landing in that aircraft. I remember you had it for sale but needed repairs to undercarriage. ?.

 

Edited 21 hours ago by BrendAn

[pmccarthy]

Ok here’s a related question to the above. In my Vixxen I have taken to flying about at 4000 rpm and looking at the details below when I go for a jolly. This gives me 60 to  70 knots , vs  27 knot stall speed. I don’t think the engine is overstressed, fuel consumption is way down. Of course, cross country is 5200 to  5500 rpm, but I am doing much more slow flying at present.  Am I risking damage to the engine?

[aro]

3 hours ago, pmccarthy said:

In my Vixxen I have taken to flying about at 4000 rpm and looking at the details below when I go for a jolly.

The 5200 minimum is full throttle (wide open throttle/WOT). It's related to the propeller not the throttle position.

 

Closing the throttle for lower rpm is no problem. Some say it's better to operate the engine above 5000 rpm but I've seen no convincing evidence. Personally, I don't like hitting the thermals hard and using more fuel just to keep the rpm over 5000.

[facthunter]

Unless there's a Prohibited RPM  or a torque/RPM    MP/ RPM there should be no problem at  all.  Nev