Reregistering an RAA aircraft

[facthunter]

Bit like GA. You CAN be alloewed to do those things.

  I was all set up to have L ticketing, but stopped when I was informed I'd have to sign off anyone who fronted. With flying I don't Trust the word and capability of a lot of people and would choose to reduce my chances of Losing my House by having nothing to do with them. Some would even muck up a NEW plane in no time. Wouldn't trust them to put a fuel  CAP ON. It's NOT a given that everybody thinks AEROPLANE.  Nev

[BrendAn]

42 minutes ago, T510 said:

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

i already have l1

[BrendAn]

32 minutes ago, facthunter said:

Bit like GA. You CAN be alloewed to do those things.

  I was all set up to have L ticketing, but stopped when I was informed I'd have to sign off anyone who fronted. With flying I don't Trust the word and capability of a lot of people and would choose to reduce my chances of Losing my House by having nothing to do with them. Some would even muck up a NEW plane in no time. Wouldn't trust them to put a fuel  CAP ON. It's NOT a given that everybody thinks AEROPLANE.  Nev

l1 means you can only work on your own aircraft and do basic maintenance . 

even l2 can be obtained with very limited mechanical knowledge,

[spacesailor]

well .

As my aircraft has been deregistered  ,. ( by RaA ).

Can they have any say in my ' fiddling ' on my motor , ( I retarded the ignition one degree ) .

spacesailor

 

[facthunter]

I didn't say L1 . BACK then you had to have quite a few things going for you. Some verifiable qualifications and work experience and recommendations  from  Authorised Aviation Workshops etc What's the use of it IF you don't have to know much? Nev

[facthunter]

 I think only your Neighbours will be affected spacey. Just put the windscreen wiper on the inside of the window.. Get your money's worth out of it. You could put radio Control in it..  Nev

[Moneybox]

11 minutes ago, spacesailor said:

well .

As my aircraft has been deregistered  ,. ( by RaA ).

Can they have any say in my ' fiddling ' on my motor , ( I retarded the ignition one degree ) .

spacesailor

 

 

I did have one very experienced aviator tell me you can do anything you like to unregistered aircraft however it could influence the possibility of registering it later on. 

[BrendAn]

13 minutes ago, facthunter said:

I didn't say L1 . BACK then you had to have quite a few things going for you. Some verifiable qualifications and work experience and recommendations  from  Authorised Aviation Workshops etc What's the use of it IF you don't have to know much? Nev

i know you didn't. i was just pointing out the limitations of l1. 

[spacesailor]

RC , I have a local field at the end of the road ,

and I could ( in theory ) register it as a " full scale flying model " .

Just needs an electric motor . Servos & a big battery .

spacesailor

[facthunter]

Pull the wings off it  Make the cockpit longer Mount it as a sidecar on a big Harley and use it for Qantas  Flight Steward Weddings.  Nev

[Blueadventures]

19 minutes ago, Moneybox said:

 

I did have one very experienced aviator tell me you can do anything you like to unregistered aircraft however it could influence the possibility of registering it later on. 

A useful reference to maintenance is on page 91 of the Sport Pilot issue 103.  I keep a copy in my maintenance folder saves a lot of time-wasting arguments with knowitalls.

[facthunter]

It was considered that once a plane was transferred to RAAus it could NEVER be returned to GA status. It's worth remembering that it was the CASA that wanted the weight to be 762. Kg. which includes the C 152 and the Piper Tomahawk If I recall correctly. Nev

[3rd harmonic]

On 02/03/2025 at 1:41 PM, Moneybox said:

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

Yes, the park brakes were lock-wired down/off in the sporty's I flew which were used for instruction, i assume to avoid the chance of landing with the brakes on - probably a good idea with low time students. The inflight adjustable prop looks like a nice simple system to operate, assuming it's setup well and you keep an eye on the RPM. You'll have to let us know how it how goes when you (finally) do get it in the air!

[facthunter]

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

[Moneybox]

4 minutes ago, facthunter said:

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

By who?

[Moneybox]

44 minutes ago, Blueadventures said:

A useful reference to maintenance is on page 91 of the Sport Pilot issue 103.  I keep a copy in my maintenance folder saves a lot of time-wasting arguments with knowitalls.

 

That's an interesting article.

 

 

Who needs an L1?

[facthunter]

Every one. You can't TRUST it.   What if you are holding on the brakes just short of a run way with a feeder airliner taking Off and it creeps forward? IF you are Holding on the MAinbrakes at least you are aware of it sinking to the floor and can kill the engine. You CHOCK big stuff as soon as you stop at the Apron.  Nev

[facthunter]

Ground checking your radio is not a bad area also. Use the services of another plane or a hand held. Don't interfere with other traffic. Make it brief and listen out first. If there's a tower they would do it  It's nice to know you are getting out and readable. .Nev

[Moneybox]

34 minutes ago, facthunter said:

Every one. You can't TRUST it.   What if you are holding on the brakes just short of a run way with a feeder airliner taking Off and it creeps forward? IF you are Holding on the MAinbrakes at least you are aware of it sinking to the floor and can kill the engine. You CHOCK big stuff as soon as you stop at the Apron.  Nev

 

Yeah. perhaps that guy in Chicago could use an excuse like that. You must have nightmares Nev when you see those big hydraulic cranes hanging over the city during a long weekend 🤣

[BurnieM]

3 hours ago, T510 said:

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

I'm certified and an L1 too.

 

Online does not really teach you a lot. A practical engine specific course would be better.

 

 

Edited yesterday at 06:41 AM by BurnieM

[facthunter]

Not at all but I've flown a LOT of  different planes and KNOW you can have Brake incidents straight out of Over haul. Redundancy is an essential Part of a good design. Some U/L s don't even have brakes the DH82 Tiger Moth didn't have any brakes and I have plenty of hours in them and never had a wingman, except one time the wind was so strong I had to Keep the tail Up and power up and have 2 people hold the Wings down. My son's a crane driver. What connection Does that crane have to what I'm saying? They are not relying on Hydraulics to keep them where they are. They are locked the same as Undercarriages Have pins put in  in Place before the  hydraulic pressure drains away. CARS don't have hydraulic PARKING brakes. They are mechanical. I've seen a B 727 roll down the hill at Meekathara because it wasn't chocked and the Brakes relaxed as the pressure fell. I pointed it Out to the pilot who I knew. Hey Mate ( no names no pack drill) your Planes running down the Hill.  (Backwards) Glad it wasn't mine. I'm giving you good GEN. FREE!! You wouldn't read it in Books. Nev

[facthunter]

 Geez we get crossed frequencies at times.   Just as well we are exceptionally clever.  Nev

[Moneybox]

6 minutes ago, facthunter said:

Not at all but I've flown a LOT of  different planes and KNOW you can have Brake incidents straight out of Over haul. Redundancy is an essential Part of a good design. Some U/L s don't even have brakes the DH82 Tiger Moth didn't have any brakes and I have plenty of hours in them and never had a wingman, except one time the wind was so strong I had to Keep the tail Up and power up and have 2 people hold the Wings down. My son's a crane driver. What connection Does that crane have to what I'm saying? They are not relying on Hydraulics to keep them where they are. They are locked the same as Undercarriages Have pins put in  in Place before the  hydraulic pressure drains away. CARS don't have hydraulic PARKING brakes. They are mechanical. I've seen a B 727 roll down the hill at Meekathara because it wasn't chocked and the Brakes relaxed as the pressure fell. I pointed it Out to the pilot who I knew. Hey Mate ( no names no pack drill) your Planes running down the Hill.  (Backwards) Glad it wasn't mine. I'm giving you good GEN. FREE!! You wouldn't read it in Books. Nev

 

Nev, I'm just making a point that well maintained hydraulics can be exceptionally reliable. Ask you son what holds the outrigger legs in place while he has 80T hanging off the jib. There's nothing mechanical just good old hydraulic pressure, enough to lift and level the crane and keep it in place for the duration of the job. At least that's how it used to be, I haven't operated a crane for more than forty years.

[Red]

6 hours ago, skippydiesel said:

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.😈 

 

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

[skippydiesel]

1 hour ago, Moneybox said:

 

That's an interesting article.

 

 

Who needs an L1?

Interesting!

 

Pretty comprehensive list with a couple of oddities;

• "Change oil filter or air filter". Why not both?
• "Replenishment of hydraulic fluid." Why not replacement as well?

😈