blueline

I don't often post on here but ..... our J160 is now on its 2nd engine. First one made it to 2,000 hours (with the 1,000 hour top overhaul). The current engine is just coming up on 1,000 hours and is running perfectly. Haven't had any problems beyond regular maintenance items.

Aftermath: A Pattern of Failure

motzartmerv you said yourself "I dont know how much "worse" it could get? ". I agree with your earlier comment - not the one you have just made. Certainly nothing I have submitted seems to have made any difference! Again I just hope that this proposal is dropped!

PS What the hell was the consultation about? did they even read what was submitted?

No restrictions apply yet. If it does go ahead: 1. After 4,700 hours of operating Jabiru Aircraft without an engine failure my RAAus business will close. 2. People in my area will start flying imported aircraft with imported engines. 3. Safety will be damaged (based American research the safest LSA is the Jabiru - by along way!). Lets hope CASA do not implement there proposal!

CASA student licence no longer reguired. Now you just need an ARN and a medical to go solo.

Shock cooling doesn't seem to have much effect on engine life in the Lycoming 360 used in Seminoles I was cross hiring one that had 2800 hours on one engine (never had a top overhaul), and looked at another one to buy that had one engine at 2400 hrs and it had never been touched (according to the log books). Certainly not going to hurt making progressive temperature changes but it seems that the big killer of aircraft engines is high temperatures and rust!

Twins on one engine? rule of thumb is 80% loss of performance due to increasing drag and reducing thrust (great heap of issues going on that can keep a bored instructor talking for hours!). Having said that they do climb a lot better than a single engine aircraft after an engine failure!

I got a quote for an STEC 50 auto pilot into a 172N - $15 to $20,000. However I found that fitting a Dynon D10 efis and autopilot was only $13,000. Included in this cost was about $1,100 for an engineering order to fit non-STC modification to a certified aircraft. Not only was it cheaper but I get a second A/H, altimeter, airspeed, DG, etc etc - vastly safer for IFR/night stuff! Not sure if you can do this in Brazil but I think it would be well worth looking at.

J160. I had been using 98 Shell but recently changed to 95 octane Caltex after reading of the issues some others have been having with Shell fuel. Personally I have never had any issues with Shell but changing fuels was easy. What is not easy is lumping all those Jerry cans around....

Another vote for mogas from me. Nearly 1800 hours of mostly mogas with only scheduled maintenance. Never had fuel leaks

For those considering VET fee help courses please consider the costs involved. VET fee help is not a free service - it just delays the repayment of a cost. And sometimes the providers of these courses inflate the cost - for example charging $25,000 for a VET fee multi engine instrument rating course where as I charge $14,000. Same rating..

LOL! I use to work at a school that called the student records "hate sheets"! Might have been your dad that started that !

Simple process and well explained above! I would add that the longer you leave it the more you start to forget things like Precautionary Search and landing, Forced landings etc etc. It maybe that someone who has just finished an RAAus pilot certificate and nav endorsement has an easier time converting than someone who has 500 hours of experience. Not always but just a thought...

Thanks for the welcome! - the idea of a site without the negative vibe sounds great! Amazingly the 1600 Jabiru I was flying did not stop running while I was flying it (I must be one of the few!). For a trainer having very little power has some big advantages - you really need to nail that best rate of climb speed to get any climb. Climb with just the right amount of right rudder or dont climb at all! For the last few years I was CFI at a school using new 180hp Cessna 172s. These had so much performance that they would climb at any speed between 100 knots and 45 knots. Rudder was just used to stop the instructor complaining! I did have moments considering reducing throttle to about 2100RPM and telling them to make it climb! Looking forward to hearing more from everyone. Cheers!

Hi Everyone Im an instructor running my own combined RAAus/GA flying school/charter business. I'm a real fan of Jabiru aircraft and have been since learning to fly in one in 1995 (yes it was a 1600 version!). Looking forward to getting to know you all.

Agree - it even mentions this in the day vfr syllabus. You can do pretty much any additional ratings during your CPL training.

I agree with djpacro - go ask a CFI or have a really careful read of the day vfr syllabus. The 150 hour course = no RAAus time (but only 70 hrs solo). 200 hr course = 100 hrs solo (but it can be up to 100 hours of RAAus solo time). As has been suggested work towards some additional ratings at the same time - at the very least a night rating. I encourage my CPL students to do at least some dual flights on an IFR flight plan. Like djpacro said though - go speak to some people that really know this stuff!

and a PT6 costs about $400,000? Maybe Aldi will have them on special soon?

Had carb ice in a Jab but I seem to get it more often in an C150 I also fly. Like Bushpilot says get it early and no problem.

In an emergency anything goes! (I guess thats when you hope the fire extinguishers knob is actually wired into some real fire extinguishers....) PS - isnt your Kingair missing a blade?

Funny reading this stuff on here! Is flying the reversal of an approach an accepted method of getting to MSA after an EFATO? cant recall seeing this in AIP/Jepp. I can see that this would work but.........

Maybe you should start a new thread "another snow mobile"

On the topic of getting a CPL based on your RAAus hours: 1. CAR 5.111 refers to the 150 syllabus. Only hours accumulated on an integrated 150 syllabus course count (so even if you had 1000 hours of PPL GA time you would still need to 150 hours on an integrated CPL course). No RAAus or glider time or gyro etc... Refer to the Day VFR syllabus. Basically FORGET IT! 2. CAR 5.115 is the hours required for a CPL if you are not commercially trained (ie you dont fit into CAR 5.111). This is 100 hours PIC, 100 hours in a registered or recognised plane, 20 hours cross country PIC of a register or recognised aeroplane, 10 hours IF in register or recognised aircraft (5 hours of which can be in a sim). So what is a registered aeroplane? Go to the front of the CAR's (Regulation 2, definitions) "..that is on the register of aircraft kept by a contracting state OR that is operated by the defence force of australia or or a contracting state" RAAus register is run by an association not be the state (Commonwealth). What is recognised flight time? Turn over the page regulation 2 definitions ".......in the case of flight time in a group A ultralight: flown by the holder of a pilot certificate blah blah blah and is certified by someone authorised by RAAus to certify flight time...." ALSO This question has come up before. CASA have provided written confirmation of the 100 hours RAAus time allowed towards the issue of a CPL. RAAus Ops manager should be able to help with that. Still no mention of Garden Chairs with balloons attached. Seem to have misplaced my copy of the ChAiRs'! I got a CPL in 1999 based on these principles. Nothing much has changed since (at least not this part).

I guess I will never know for sure. I did have it repaired/checked etc about a year ago. Didnt seem to help in my case. For me getting a long running problem fixed properly is great news. Maybe one more attempt at fixing the system would have worked but I was getting a bit tired of it not being right.