bilby54

I only just found this post by accident and all of the mess was brought back to me. I am the person who bought the mobile flying school from the mongrel mentioned earlier. I would like to say that the concept of a mobile school was really good and should have provided a service to the more remote areas that are so often neglected. The school required a stable, disciplined person who could maintain a high standard of instructional integrity and general airmanship but this was not available under the previous operator. The AUF/RAAus wanted desperately to close it down as it was pretty obvious what was happening but as Tony stated, the former owner would have probably sued them. The school was advertised for sale in the AUF/RAAus magazine and after a few enquiries I ended up with it. Things changed rapidly then and he started ranting on about court actions with the AUF and ‘professional’ repairs to the aircraft. I contacted the AUF/RAAus and was told that the school was not transferable and you could just about hear the Champagne corks popping in the background when they found they had the monkey off of their backs. The AUF/RAAus assumed that I would apply the same standards as the previous operator and this really peeved me. I too ended up in court and the previous owner was smartly put on his backside by the magistrate but I was never refunded any money. I have heard countless stories about his so called instructional techniques and several that he told me himself that would really make your hair stand on end. I also have the student training records that are just appalling but nothing was ever done about it by the regulators except to hope that he would go away. The standard of instruction from this fellow was piddle poor but it is not just confined to him as some of the stories in this Forum confirm…. Check out the instructor making a low time student land with the mags off! The aircraft was a dangerous wreck but its true condition was very well concealed and no records of any major repairs in the log book. I completely dismantled the aircraft so as it could never be flown in that condition again and the so called ‘professional’ repairs found were absolutely appalling. It is nothing but a credit to the design of the Thruster that it could stay in the air in such a state. To all of you who flew in that aircraft, I take my hat off as you have truly flown with the angels believe me!!! Tony Hayes was a huge help and tried his utmost to help me out but to this day there is no mobile flying school and the aircraft is still in bits. I was very disappointed with the lack of help from the AUF/RAAus hierarchy at the time and I still don’t hold them in very a very high regard as I was told, caveat emptor. Not a nice feeling to be paddling in the poop with a leaky canoe and when you ask for help, they pinch the paddle from you and go back to sipping wine on the beach. Keep flying but pick your instructor dammed carefully! Bilby54

I'm not quite sure what you are on about here brentc as the aircraft is registered RAAus. Tony's original question was along the lines of why so many 'new' aircraft tend to catch fire after a crash, especially a surviveable one. The two points to be considered here are that the aircraft was built to GA standards (aircraft grade single screw and approved tape!) and then transfered to RAAus register with no inspection. The certified model has the same fuel pump and fuel line set up and I would hazard a guess and say that the fuel pump is located under the internal tank. The A/C that I grounded was built to a very high standard and exactly the same cockpit layout as a certified model. It is very feasible for a pilot in an emergency situation to close the fuel valve and have a pressurised fuel line; couple that with a stressfull landing and the fuel line could easily rupture. The survivable becomes a death trap! The fuel shutoff valve should be the first device after leaving the fuel tank; that way, the fuel pump could still be accidentally left on without pressuring up the fuel line. My opinion entirely but maybe someone could advise where the fuel pump is located on a certified Jabiru with internal tank.

Hi Brentc, Homebuilt experimental GA now RAAus. I do not know where the pump is located in the certified A/C but I wouldn't think that it is much different

Hi Tony, I think that some of the fuel system designs have a lot to be desired and really should not be allowed to fly. I recently grounded a Jabiru because of a strong fuel smell in the cockpit and found a weeping connection at the outlet of the tank. The electric fuel pump is the next device along the fuel path and it is located directly under the fuel tank! The fuel shut off valve is located is located further downstream beside the pilots foot and the fuel filter is last in line before it passes into the engine bay. To make matters worse, the electric fuel pump does not have high pressure cutoff so if the shut off valve is closed, it is quite feasible to blow the fuel line off with very undesirable consequences indeed. The electric fuel pump and wiring are not rated for hazardous area use and leaking fuel or fuel vapour is definitely hazardous!! Disturbing part about this aircraft is that it was first registered GA and passed by a CASA designated inspector. I am not having a go at Jabiru by the way. The only place that fuel and electricity should get together is at the spark plug!! Bilby 54

Hi motzart, Drifters are definitely not trailerable as they were never designed to be. The skins on the main wing are all one piece so the whole wing has to be folded like a book and can cause damage during transit. I understand that the new Drifters have a two piece wing cover so this would make it marginally better. The usual story is if you are trailering a Drifter then you have had a prang. Climb rate on a good day can be quite spectacular as is the case with most rag wing types. On a hot day you might get a very close view of the trees surrounding the airfield so be warned! I always teach students to keep the take off safety speed up to 60 knots below 200', yes, a lot higher than the book speed but more controllable if the engine quits! I cringe every time that I see a high attitude, low speed take off and wonder who taught the pilot to drive like that. Drifters handle turbulence much the same as any other low wing loaded aircraft but are very strong and capable. You may find it better to fly with the turbulence rather than through it. The best way to land a Drifter is three point on a low speed, low energy landing but if you want to fly something like a Thruster then practice wheelers. Drifters are easy to fly, easy to own and you will enjoy the time spent in them. B54

:hug:Hey Drifter Girl, you still out there? I have a strut braced drifter with a rear pod that is an instructors delight. It was fitted by Ausflight before they closed down and has 2500 hours of training time but looks like new. Drifters are great! B54