Reregistering an RAA aircraft

[3rd harmonic]

Yep, definitely no owner maintenance for hire/reward and in the RAAus context that would be mainly flight training aircraft which can be hired out for solo time. I think that's fair enough actually, the expectation rightly should be that aircraft used to carry/train members of the public are maintained by professionals at arms length and not modified from the factory spec.

[Moneybox]

I'm anxiously waiting to see what directives I get from RAAus on mine. My original trainer said "Go home and get your own plane in the air so that you can do your solo training in that for a lot less cost". 

 

[facthunter]

Is it affected By a MARAP?  Nev

[3rd harmonic]

On 01/03/2025 at 10:22 AM, Moneybox said:

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.

What CS adjustable prop do you have?

I've have a fair amount of flying in the sporty's which are heap of fun. The RaAus 24 registered ones at Aldinga had a standard 912uls with a fixed pitch woodcomp prop. But at one point they were booked up /out of action so I had a go in a VH registered one that has a 915 turbo with CS adjustable prop. I was instructed not to use full power because it really wasn't nessecesary (it wasn't), then on one circuit we did wind it out to full wack. The motor was SCREAMING and we were going like a cut snake up at a very steep angle!

Definitely it would be cheaper in your own aircraft, so that seems like a good plan...

Edited Sunday at 02:57 AM by 3rd harmonic
extra comments

[Moneybox]

13 minutes ago, 3rd harmonic said:

What CS adjustable prop do you have?

I've have a fair amount of flying in the sporty's which are heap of fun. The RaAus 24 registered ones at Aldinga had a standard 912uls with a fixed pitch woodcomp prop. But at one point they were booked up /out of action so I had a go in a VH registered one that has a 915 turbo with CS adjustable prop. I was instructed not to use full power because it really wasn't nessecesary (it wasn't), then on one circuit we did wind it out to full wack. The motor was SCREAMING and we were going like a cut snake up at a very steep angle!

Definitely it would be cheaper in your own aircraft, so that seems like a good plan...

It has a Kaspar KA-1 three blade with hydraulic adjustment.

Edited Sunday at 03:09 AM by Moneybox

[Moneybox]

Sorry about posting a dirty picture 😇 It's all cleaned up now.

 

Somebody asked once what the yellow lever was for. It's the hydraulic park-brake. Apply foot pressure and raise the yellow lever.

Edited Sunday at 03:17 AM by Moneybox

[spacesailor]

But!, It's NOT ' for hire or reward ' merely personal use " training '.

It's the opposite of " hire & reward ' .

spacesailor

 

[facthunter]

You are supposed to have done the applicable endorsement to operate those Props You can easily exceed the engine's limits That COULD require AN ENGNE STRIP OR WORSE. Nev

[Moneybox]

46 minutes ago, facthunter said:

You are supposed to have done the applicable endorsement to operate those Props You can easily exceed the engine's limits That COULD require AN ENGNE STRIP OR WORSE. Nev

 

Yes I will need an endorsement for the prop.

[facthunter]

What revs did you go to?. I won't tell anybody but you should think about it. There are never exceed RPMS where the Motor is junked for every certified engine.  OF course you can overlook these things Like an Unreported Heavy landing  but who are you fooling? Would you like someone doing Aeros in a normal Plane you are hiring before you got it?. Nev

[BrendAn]

On 01/03/2025 at 10:30 AM, BurnieM said:

 

I cannot see any way to currently get an L1 endorsement.

 

i think it took me about an hour to read up then do the exam.   pretty basic.  

there is a scope of work which it allows you to do, changing oil and filters. tyres and brakes.  nothing structural or controls.

[Moneybox]

5 hours ago, facthunter said:

What revs did you go to?. I won't tell anybody but you should think about it. There are never exceed RPMS where the Motor is junked for every certified engine.  OF course you can overlook these things Like an Unreported Heavy landing  but who are you fooling? Would you like someone doing Aeros in a normal Plane you are hiring before you got it?. Nev

 

The maximum revs are 5800 rpm when stationary, no different to a fixed prop. The course pitch allows lower engine revs to maintain the same cruise speed at lower engine revs. When tested with maximum pitch at taxi speed maximum revs was about 3800 rpm. Nobody is going to try to take-off at 3800 rpm. I don't see the problem as long as the throttle is backed off before reducing the pitch.

[Red]

Does the aircraft have a MAP gauge?

(Yes I realise its not a constant speed prop)

[skippydiesel]

20 hours ago, 3rd harmonic said:

 "............expectation rightly should be that aircraft used to carry/train members of the public are maintained by professionals at arms length and not modified from the factory spec."

To the east of my (limited) knowledge;

 

Existing rules- Only factory built aircraft (subject to one form of certification or another) can be used for hire/reward. As such. the owner/operator can not legally make any modifications to the aircraft without manufactures/factory  authorisation. Some factories are more flexible on this matter than others. Owners wishing to investigate changes to their aircraft, should contact the factory seeking approval to do so.😈

[facthunter]

Best to always use the terms Fine and Coarse when discussing in flight variable Pitch.  General statement..Nev

Edited Sunday at 09:49 PM by facthunter
expand

[skippydiesel]

7 hours ago, Moneybox said:

 

The maximum revs are 5800 rpm when stationary, no different to a fixed prop. The course pitch allows lower engine revs to maintain the same cruise speed at lower engine revs. When tested with maximum pitch at taxi speed maximum revs was about 3800 rpm. Nobody is going to try to take-off at 3800 rpm. I don't see the problem as long as the throttle is backed off before reducing the pitch.

• It is highly likly that the maximum static rpm (fine pitch) should be 5200 rpm.
• Your taxi test at WOT / 3800 rpm / course (maximum) pitch , serves no useful, purpose and  is likely to be placing excessive stress on the engine/gearbox.
• At flight cruise speed /course pitch, I would anticipate that your engine would be delivering 5000-5500 rpm.😈

[facthunter]

You set those figures by adjusting the Pitch stops.   IF this is not done properly, your prop is not safe. It CAN overspeed and not allow you to have a safe stall margin.  Nev  PS  COARSE.

[Moneybox]

2 hours ago, skippydiesel said:

• It is highly likly that the maximum static rpm (fine pitch) should be 5200 rpm.
• Your taxi test at WOT / 3800 rpm / course (maximum) pitch , serves no useful, purpose and  is likely to be placing excessive stress on the engine/gearbox.
• At flight cruise speed /course pitch, I would anticipate that your engine would be delivering 5000-5500 rpm.😈

 

My LAME was testing as much as he could without flying the plane. Engine, Propeller, Brakes, Park Brake, Steering and instruments. A few seconds of high stress was not going to blow up anything that was not about to let go in flight. I thought that was FINE of COURSE.

[Moneybox]

I think the 5800 rpm was pretty close to the mark.

 

 

This is from the Rotax manual. Wrong page, the ULS has the same max rpm but higher KW.

Edited yesterday at 12:31 AM by Moneybox

[Moneybox]

3 hours ago, Red said:

Does the aircraft have a MAP gauge?

(Yes I realise its not a constant speed prop)

 

Yes we had to record the MAP under various loads.

[facthunter]

IF an engine has  overspeed limits specified (and they all should)  There is usually ONE for up to  five minutes (Engine strip and check certain items) and an absolute another one IF exceeded  at all. Scrap it. No IF's or buts. It's been stressed beyond design Limits. It a part of an aeroplane that no longer meets specs.. Nev

[facthunter]

Expect the Oil tank to vent oil at negative "G". It's a good idea to reduce power after a negative G experience till sure the Oil pressure has stabiliser. Flight profile permitting. That applies to any Non aerobatic Oil set up. Nev

[skippydiesel]

23 minutes ago, Moneybox said:

I think the 5800 rpm was pretty close to the mark.

 

 

This is from the Rotax manual. Wrong page, the ULS has the same max rpm but higher KW.

Sorry, I disagree.

 

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

As you have an In -Flight - Adjustable (IFA) prop I would suggest that you set your system (prop pitch and in cockpit selector) to Fine /Take-Off mode, and re do your test. Adjust pitch and or in cockpit selector to achieve something close to 5200 rpm @ WOT/Static.

5200 rpm Static will likly give you a Take-Off  & Climb-Out engine speed of around 5800 rpm. This is the Rotax max admissible rpm, for 5 minutes and will give you best performance/safety, in this phase of operation.

 

Ideally, when your feel safe to do so, you can change your prop to Climb mode - at WOT this should be limited, by pitch setting, to 5500 rpm (continuous). Lower rpm can be achieved (minimum 5200) by reducing throttle and or increasing attitude. Over several test runs you will determine best airspeed/climb if not already specified in POH (RAA have a comprehensive test document (pdf) that may assist you)

 

Again when you elect to change your prop to Cruise mode - your rpm will be that which you have set the system for (Max 5500 rpm) - most will go for better economy and have a rpm in the 5000-5500 rpm range (all at WOT).

 

As PIC you will likly not Cruise very much at WOT, choosing a lower more economical engine power setting, however engine speeds should stay within the 5000-5550 rpm range.

 

To optimise your prop settings for your airframe, record INFLIGHT Mode, Engine Speed,  Air Speed, Altitude (or density altitude) & fuel flow (if no fuel flow indicator, average fuel consumed) - make adjustments and repeat until satisfied.

 

Aircraft load, density altitude, wind speed/direction, runway surface conditions will all impact on performance.😈 

 

[Moneybox]

The Rotax book shows takeoff power at 5800 rpm for a maximum 5 minutes.

 

 

[T510]

15 hours ago, BrendAn said:

i think it took me about an hour to read up then do the exam.   pretty basic.  

there is a scope of work which it allows you to do, changing oil and filters. tyres and brakes.  nothing structural or controls.

RAAus are running a L1 Practical course at Wings out West in Dubbo in late March