Camel

I too went looking a while ago and couldn't find it so I googled and found it. http://flysafe.raa.asn.au/admin/aircraft_database_registration.html.

Read my post no 23 , there is a reference about instrument training to get nav endorsement.

Then if you fly a Jab find a GA school with a Jab then it's simple like a BFR as said before find a school who does RAA and GA.

They would have to train you on type, if someone had only flown say a Jab, they would then need to learn to fly a C172 possibly, not all that difficult but definitely different and would be a few hours at least and I would expect that an instructor would like to see the person comfortable and safe before they signed them off so could be more like 5 hours, it is reasonable for any instructor to expect a reasonably good standard of ability and airmanship before signing off. Most jab pilots would not have used mixture control or find it difficult to steer on ground as not direct, coupled by springs.

Deborah it is CASA that said it was equal ! Copy and paste from CASA website http://www.casa.gov.au/wcmswr/_assets/main/lib100191/rr61_rpl_fs.pdf I already hold a pilot certificate issued by RA-Aus. How do I obtain an RPL? A pilot certificate is equivalent to an RPL. To get your RPL you need to complete an application form, and follow the instructions on the form to provide evidence of your pilot certificate, submit a recent photograph and provide appropriate proof of your identity. You also need to undertake a flight review before you can use your licence. Your new licence grants you the relevant category rating, aircraft class rating and design feature endorsements. You are also granted a recreational navigation endorsement if your pilot certificate authorises you to conduct cross- country flights and if you meet the minimum flight times. What endorsements can be added to an RPL? The following endorsements can be added to an RPL: › controlled aerodrome endorsement › controlled airspace endorsement › flight radio endorsement (this requires an aviation English language proficiency assessment) › recreational navigation endorsement (this requires minimum flight time of five hours solo cross-country and a minimum of two hours dual instrument time, of which at least one hour is flight instrument time). so it seems the instrument time is required for nav endorsement.

Service letter JSL 008-1 basically says that wear because of dust. Any excuse will do. Issued 21 dec 2012. Valves are still dropping. Mine have not worn out yet so not cant do anything yet except inspect them. While pushing around with screwdriver it marked the washer significantly, obviously not hard. Posted this before. Valve Spring Washer Adverse Wear Posted on April 22, 2013 by Roger Lewis On account of 2 incidents, Jabiru issued JSL 008-1on the subject. Reading the service letter we are led to believe that in each incident, the failure of the washer was due to the aircraft being operated in dusty conditions. To support this we are shown a picture of a carburettor. While ingestion of dust may be a contributing factor, I find it is difficult to believe that it is the major factor. Engines have been running for many years in all sorts of conditions without these washers failing. So what has changed within the engine to make it more susceptible to this type of failure? 1. Older engines have oil feed lubricating the valve guides and collets. Engines fitted with hollow push rods do not have oil lubricating the collets. 2. Older engines have G&S valves and collets. Newer engines use different valves and collets which sit differently on the valve washer. 3. Older engines use heavy duty valve spring washers with different cross sectional profiles. New engines have lighter duty washers. The picture shows both types: Inspection of both types of washers removed from serviceable engines operating in the UK show witness marks on both types of washers. However, the curved profile of the heavier duty washers appears more resistant to possibility of a total washer failure. While the letter is advisory, during top end maintenance it is well worth removing the valves and inspecting the underneath of the washers. Look for radial wear caused by the spring. If the washers are of the light duty type and the wear is significant then replace them. Also smooth off any sharp ends of the spring that could be causing the wear. For those contemplating ‘upgrading’ to hollow pushrods, think of the consequences of removing the oil flow over the valve stems and guides.

It's not just the language they lack in some cases ! Makes you wonder why an RAA can't issue the RPL ! If it is equal, then why not ! The games CASA plays. Anyhow I have a PPL so I don't really need a RPL but if you look at the big picture, a PPL can do specialised training without an AOC a RPL is equal to a RAA PC so why can't an RAA CFI with a PPL issue a RPL ? Don't answer this as it is obvious because it's CASA showing who is in charge, like their dumb arse English language test ! CASA found a way even if you speak perfect English you still can fail because you need to understand a strong Indian accent ! You think CASA can keep anyone safe ?

POST EDITED AS IT DOES NOT ADD VALUE - MOD Jabiru have a SB to check the washers, they know they wear out and drop valves ! Because the were ok to start with then changed them and now they are soft and wear out, the problem is a committed manufacturer would have recalled and replaced them and discontinued the part ! POST EDITED AS IT DOES NOT ADD VALUE - MOD but I think this way, if there is a problem fix it NOW not later or when someone gets hurt ! Maj, the Ibis was one but there were a few other Australian manufacturers.

Maj, I have no problem with what you say BUT recently some aircraft manufacturer lost their right to build LSA aircraft due to actions of CASA and RAA, it seems a little strange that Jabiru can carry on with their nonsense. The valve washers are soft, not even to an automotive standard, absolute rubbish. People long ago resorted to cheating, that is they modified Jabiru engines to get reliability, valve guides etc. As you say Jabiru refuse to fix but they also prevent which is CRIMINAL, Cammit have attempted fixing and Jabiru will not accept or allow to be used, also Rotec identified problems and made alternatives. You Maj have identified problems and does anything happen ? If I have to put an " E " in front of my rego I will push to see J with E status too. So why other manufacturers harassed and Jabiru able to sell faulty goods ?

Yes I would like to know what you think of the STUPID people CASA has bullying and screwing the public, I think they should throw a few more out of CASA, like a few hundred more !

I use to fly two strokes and many here still do, no problem but they do fail and you need to keep up the maintenance and fly accordingly, jabs fail as well as other engines. Flying is dangerous, but with anything dangerous you need to minimise the risks, don't fly long distance over tiger country or don't fly over what you can't glide clear of, take nothing for granted make sure, guessing is taking a risk. I am well aware of Jabiru design problems and have no doubts about what Maj says and what Camit are trying to solve but engines that are not overheated used regularly and well maintained and inspected will run reliability ( with a bit of luck) Rotax 912 seem to be able to handle abuse. Tips that may help. Do not climb steep in a Jab, level off every 500ft to let it cool, keep power on during decent or as much as possible, slowly apply and reduce power, do not let it idle at low RPM or let the engine get hot on the ground while waiting, do not full load a cold engine, do not overfill the oil, research the oil viscosity for your climate, if using Avgas change oil regularly, inspect the through bolts regularly, inspect valve washers at services, during preflight check oil cooler and cowl inlets and outlets for blockages like grass. I do not know whether doing this will stop a failure but if you handle an engine badly it is more likely to fail. I had a 912 and a 3300 and I only felt nervous over country without landing options and that was in both.

Don't kid yourself thinking LAMEs are going to solve anything, in 9 years of owing a GA plane after any work was done by a LAME I found plenty of mistakes, and some very dangerous mistakes.

Maj, Yes a Jab problem, if the ailerons are reflexes there is more movement in one than the other, if you place aileron in neutral level position or down there is little play in cable, put the aileron in up position and there is play in the cable due to angle, so if one is level and other up the up one will vibrate due to play in cable. Avocet, how far did you adjust them up and find vibration ?

It's people like you that make me enjoy this site, you designed and built your plan, crashed and rebuilt it, you have tried aftermarket accessories, LCH, injection etc. you are an inspiration and down to earth. I saw your plane years ago at Naromine I think and I was impressed, always thought your design would make a great floatplane. Keep posting Mike, enjoy your valuable input.

The aviation safety magazine came every couple if months and I read it cover to cover and kept them since it went electronic I have not read one and possibly never will.

A survey was put out about Natfly. Where is the results, obviously they didn't like what was said, I'm with Bubblboy. The game that was played backfired, the CEO Steve Tizzard destroyed it, invited his CASA mates to play RAA cops. After many years of Natfly and did not go the last 3. I had thought about going in 2015 Easter but now cancelled. I won't waste my time saying again what I wrote in the survey, but basically it is to showcase RAA aircraft, accessories and products, not to bully pilots, spectators and exhibitors ! CASA destroyed Australian aircraft manufacture before and it is still at it. They have some power hungry bullies at CASA. If CASA want to attend RAA functions then fall in line and assist not screw with it !! They even sponsored it I believe so they could play, I saw what happened, I listened, watched and never went back, simple. CASA couldn't organise a chook raffle ! RAA was doing fine without them attending in a high profile, they were there before but not high profile as I chatted with CASA personnel on many occasions.

Agree with you Nev 100% , the back of Sydney lane is a very busy place, years ago I heard a position broadcast and responded because I thought it was near me and as I spoke I saw it on my left fly under me very close, I was high wing and so was he so I saw him but I doubt he saw me. It would seem sensible for this to be control but obviously the less the better after all the facts are that majority of accidents are in controlled airspace, probably because people let the controller do the clever stuff and don't look for themselves. Left Coffs one day and was warned by ATC of a aircraft doing training circuits I climbed ahead to 1000' and no sign of aircraft extended a little more to be sure, made left turn towards coast then made right turn on coast to South and there it was filling my windscreen an aircraft in circuit so right turn to avoid, could not believe how far out and away it went for circuit. Had 3 aircraft fly under me whilst flying coastal, and previously never replied to any broadcast, but after they past a voice said " did you see that plane above" . Saw a plane today near coast, very close to CTAF and close to me, I called on CTAF and no response. Also today was south of Coffs and got ATIS, code ZULU, monitored Coffs and a guy was repeatedly calling the tower, "COFFS TOWER- C------" for those unaware Zulu means it's a CTAF and class G, no one in tower. When a plane passes willy or Coffs their journey keeps going so the coast is a busy place at times and scary if people don't know procedures or where busy locations are. The Gold Coast with 500' north and 1000' South is a great idea I think.

Well spotted Col, you referring to 3.4, I only spotted that after you, I don't want it to change. I have no problem with what you say Col, I too would like to see transit rights at certain places for all ultralights operated with the nessecary training and equipment. Transponder is not required at Coffs but it is strongly recommended as it makes the aircraft visual on TCAS for RPT's.

For those wanting everything on a budget, you need to know that controlled airspace is not free and my belief is if you want to use it get a PPL or RPL. RAA does not give out aircraft info so you may find that if Airservices can't charge then they don't want RAA and demanding CTA may add costs to all RAA members. The current arrangement is fine although some class D access as stated before would make things safer. An example of charges is minimum terminal navigation charge Coffs Harbour $14.70 per ton. When I had my C172 I paid a yearly fee which was significant and reviewed annually depending on the years usage. The link to charges and conditions is http://www.airservicesaustralia.com/services/charges-and-costing/customer-pricing-information/ http://www.airservicesaustralia.com/wp-content/uploads/ASAContractForAviationFacilitiesAndServicesJul2012.pdf. Trying to make RAA pilot certificate go where a PPL gets you will destroy everything we have now if we go about it the wrong way !

Have spoken with Keith many times in the past and on this subject and others. He is very knowledgeable and knows Jabiu's well. I was making the point that I don't believe that Jabiru are as helpful as they ought to be, the washers is an example, instead of fixing they blame dust, a lot of other issues are simply operator or maintenance error. I can see that the metal is soft on the washers, what's wrong with Jabiru are their eyes painted on ! Dust may be a cause but cars don't wear valve washers on dusty roads.

On inspection of my washer when pushing them around with screwdriver it marked the metal quite easily, obviously not that hard, mine has oil feed pipes to the heads with plenty of lubrication. I think you are on the right track Nev.

The posts about Jabiru providing SB and others overreacting , Jabiru are not as helpful as they could be ! Jabiru have a SB on valve washers to inspect, Do you want to rely on Jabiru to give you info or do you want the facts as it is seen by persons acting responsible for our safety. I find The UK site very believeable. The UK opinion has been shared by several other L2's here, so what do you think ? Extract from Jab SB. http://www.jabiru.net.au/images/JSL008-1_Valve_Spring_Washer_Wear.pdf Two incidents, one year apart, have been reported to Jabiru Aircraft: in each a valve jammed in the collet, causing the top spring washer to rotate with the valve and wear against the valve spring, eventually causing a failure of the washer and engine stoppage.  In both cases the engines were operated in dusty conditions and dirt contamination was found within the carburettor and intake plenum.  It is likely that dirt contamination caused the valve to jam in its collets.  Jabiru Aircraft are releasing this document to alert owners and maintainers to the potential issue. The next revision of Jabiru engine service documentation will also incorporate the inspections detailed herein.  Jabiru Aircraft and Engines are designed to operate from “typical” airfields. If they are operated in dusty conditions additional maintenance is recommended as noted in Section 3.2. This is from UK, Extract from http://www.jabiruworkshop.com/valve-spring-washer-adverse-wear/ Valve Spring Washer Adverse Wear Posted on April 22, 2013 by Roger Lewis On account of 2 incidents, Jabiru issued JSL 008-1on the subject. Reading the service letter we are led to believe that in each incident, the failure of the washer was due to the aircraft being operated in dusty conditions. To support this we are shown a picture of a carburettor. While ingestion of dust may be a contributing factor, I find it is difficult to believe that it is the major factor. Engines have been running for many years in all sorts of conditions without these washers failing. So what has changed within the engine to make it more susceptible to this type of failure? 1. Older engines have oil feed lubricating the valve guides and collets. Engines fitted with hollow push rods do not have oil lubricating the collets. 2. Older engines have G&S valves and collets. Newer engines use different valves and collets which sit differently on the valve washer. 3. Older engines use heavy duty valve spring washers with different cross sectional profiles. New engines have lighter duty washers. The picture shows both types: Inspection of both types of washers removed from serviceable engines operating in the UK show witness marks on both types of washers. However, the curved profile of the heavier duty washers appears more resistant to possibility of a total washer failure. While the letter is advisory, during top end maintenance it is well worth removing the valves and inspecting the underneath of the washers. Look for radial wear caused by the spring. If the washers are of the light duty type and the wear is significant then replace them. Also smooth off any sharp ends of the spring that could be causing the wear. For those contemplating ‘upgrading’ to hollow pushrods, think of the consequences of removing the oil flow over the valve stems and guides.

Most CFI's make contact with most of the members and they hear the complaints of the members. CFI have a good understanding of the rules covering RAA and in many cases hold GA licences giving them an understanding of the CASA system. The RAA is a great organisation, but as you say Col there has been a few Duds but if we keep supporting the goodies and get rid of the duds we will have a strong organisation. I was most disappointed with our ex CASA CEO who was meant to write the new ops manual.

http://www.fai.org/records FAI Record Search Results Tuesday, 12 July 2011 08:48 SUB-CLASS TYPE OF RECORD PERFORMANCE DATE CLAIMANT STATUS ID C-1a/0 Altitude 9 189 m 1989-04-08 Eric Scott Winton (AUS) ratified - current record 1940 RAL1T Altitude 9 144 m 1989-03-11 Eric Scott Winton (AUS) ratified - current record 159 RAL1T Time to climb to a height of 3 000 m 6 min 46s 1989-03-05 Eric Scott Winton (AUS) ratified - current record 4224 RAL1T Time to climb to a height of 6 000 m 20mn 25s 1989-04-09 Eric Scott Winton (AUS) ratified - superseded since approved 4239

CFI's have had the draft copy since April. I don't think you need any drastic concerns as no CFI have expressed any real serious concerns and remember that most CFI's have concerns for the RAA as a whole including all the members. The whole process won't start again it will just keep flowing along.