Wilfred

<a href="http://www.casa.gov.au/fsa/2004/apr/30.pdf" target="_blank"> Yes http://www.casa.gov.au/fsa/2004/apr/30.pdf</A>

Oil & Filter Change Tips Several critical steps are needed to do an oil change properly in an aircraft engine by Kim Santerre Many aircraft owners have changed their own car's oil and filter many times without any problems. Besides forgetting to put the drain plug back, how much can go wrong? Well, just go talk to a few mechanics about the potential horrors of owner-performed maintenance. Many have stories to tell that will curl your hair. Well-meaning people can do really damaging things, and they usually do it because they just don't have a proper frame of reference for proper procedure. Over time, we've collected a number of mistakes, some of which are committed by pros-not from lack of knowledge, but more likely by a lack of time, since most owners will never know the difference if certain steps are skipped. One more reason to do your own oil changes. You should also take a sample of the oil while it drains right out of the drain hose, not the bucket. Take the sample after a quart of two has already drained for best accuracy. Perhaps one of the more common mistakes comes in handling the old filter. I've seen mechanics of all stripes, from well-meaning owners to experienced IAs, remove the old filter and promptly pour its contents into the bucket of old oil. "What could it matter?" is the usual response when you point this mistake out. Plenty, if you start finding anything inside the filter. Which brings us to the next common mistake of skipping the oil filter postmortem. Sure, it's a messy job. But, if you value your engine at all, you should be doing it. (See the setup on page 10 with a dedicated bucket and a lid, and funnel that is kept clean between uses. It makes the oil/filter change process faster, easier, and much less likely to introduce contaminants into the oil while handling or checking.) Any mechanic worth his salt will do it as a matter of routine, although we've seen more than one shop where doing this procedure is questionable. We've even heard of shops charging for doing a filter inspection that was only serving as a source of extra revenue, and nothing was really being done. Whether you do it yourself or get it done, have that filter cut open and the element examined. Ask to see the results-even have them save the metal filter housing (you marked previously to make sure it's your filter), media element, and if any debris in a separate, plastic bag. Any abnormal findings should be further analyzed to determine exactly what it is, as there are a number of possibilities. With the exception of a new engine, finding anything is cause for further analysis. A new engine can be expected to make some metal initially, and a trusted mechanic can help you decide how much is acceptable. As a general rule of thumb from the manufacturers a quarter teaspoon and nothing bigger than the graphite tip of a pencil is the upper limit without immediate need for determining cause. You will want to maintain any findings for the life of the engine with the care of an archaeologist, or at least a plastic bag stored where you can find it. What is found in one examination may bear heavily on the next inspection. Don't count on oil analysis to find these things. The Cutter Cutting the filter is another area ripe for mistakes. If you don't use a real filter can cutter, you are asking for trouble. Besides risking harming yourself with some jury rig, you will waste time and probably contaminate the element with paint chips or metal shards from the can. The venerable Champion can cutter has been around for years, and thanks to people harping on the expense of the Champion, there are a number of much less expensive models available. Aircraft Spruce has several models (ph 800-824-1930). Used properly, these things work great. One common mistake with the Champion and similar cutters is not applying enough pressure in the first cutting round. Because of the cutter's design, if you don't cut completely through by the second or third round, you wind up cutting a spiral and the filter top doesn't come off cleanly. Screw the knob down until the cutting wheel pinks the filter can, then twist away one turn. Then screw the wheel in another turn and rotate the filter again. It should only take a few turns. The Inspection Another common mistake comes in inspecting the element. Don't be content to simply spread the pleats and have a look. Cut this puppy open. Most filter elements have a metal closer that holds the ends of the pleats together. A pair of diagonals will make short work of this. Then cut the pleats away from the metal holder with a serrated knife. An old steak knife will work OK and an old bread knife will work perfectly. Saw through both ends like stale French bread. Don't get too carried away and grind into the inner metal wall of the filter. Spread the pleats out on the clean work surface you prepared with clean cardboard or newspapers. Take a clean magnet and run down each groove. If not each groove, then run your magnet along the pleats the long way with the element spread out. The pleats cover several feet if stretched out, but you can make do with three feet of room or so. If the magnet comes out fuzzy, you may have a problem brewing (in fact, probably have a problem brewing). And if you see anything suspicious, take the element and rinse it in a clean pan of solvent. Be careful where you use the solvent (a well-ventilated area is important) since the fumes are not particularly healthy. Drain this mixture through a clean shop rag (a coffee filter is even better) and see what comes up. Do the same with the oil that's left in the filter can (that's why you should save the oil in the filter can and not pour it out immediately-it gives you a little more engine oil to check). Let the filter drain thoroughly for less messy opening later. Fortunately, finding anything of consequence is relatively rare-and that should make you very happy. Just because you sprung for the cutter don't hope to see something ugly. There are options for a pro to investigate your findings. See the later section on Second OilPinion. With respect to oil analysis labs, our current recommended oil analysis lab is Blackstone Labs, Ph 260-744-2380, www.blackstone-labs.com. Whichever lab that you select, be sure that they cater to aviation oil. New Filter Installation Having gone through all this and found nothing amiss, you're ready to install your new filter. (Note: On some installations, most notably some Continental-520 installations, fooling around too long between removing the old filter and installing the new one can mean losing prime in the oil system, which shows up as no oil pressure on start up. To avoid this potential problem, put you new filter on without wasting too much time. But before you mindlessly screw that thing on, take a moment to examine the filter's base and gasket. Is it clean? Intact? Warped? Is the new gasket on the new filter secure? It's best to find problems like this now, when you can just grab another filter, rather than wait until everything is back on the engine and it's a real pain to fix. Turn the filter over and give it a few raps to see if any thing is in there that shouldn't be. You'd be surprised at the number of times little hunks of cardboard, tufts of lint and so forth come out of a brand-new filter. Take a few moments to examine the filter adapter on the engine, too. Is it clean? Warped? Cracked? Dented? Is there an ancient filter gasket still clinging to it? Is the filter still within the use by date? Make sure you lubricate the gasket. Most spin-on filters specify Dow-Corning DC-4 lubricant (indeed, you may well see a message printed right on the side of the filter itself instructing you to lubricate the gasket with DC-4). Squeeze out a dab of DC-4 onto your finger or right onto the gasket, then smear it all the way around. (For cartridge-type filters, lubricate the gasket with clean engine oil-do not use DC-4 on these.) If your filter installation allows, you may want to carefully fill the filter with new oil before spinning it on. This will help eliminate the air bubble that would otherwise have to circulate through the system. It's not considered as big a deal with aircraft engines as it is with auto engines, where designers sometimes go to great lengths to make sure the filter installs upright for exactly this reason. But if you can fill the filter first, go ahead and do it. Don't overtighten the filter. The manufacturers are quite specific about how tight they want that filter, with most calling for 18 to 20 foot-pounds of torque. If you don't have a torque wrench or can't get a wrench onto the filter, tighten the number of turns as specified on the can after the gasket contacts the adapter pad. Champion-style filters make life easy in this regard, providing a handy 1-inch wrench "nut" on the end of the filter can. Other filter brands offer you the challenges of using a strap wrench. You can beat the rap here, so to speak, by investing in a Lyle filter wrench appropriate for your installation. Lyle makes cap wrenches that fit 3/8" ratchets (and hence a ft-lb torque wrench), and they also make a band-style wrench (albeit in 1/4" drive)-either one can handle the job at hand. Before your next oil change, take your new filter down to the auto parts store and pick up the filter wrench that's right for you. If you crank that thing down too hard and you may find yourself forced to destroy the filter bit by bit at your next oil change as you try to get the darn thing off. Remember, it's possible to also destroy the aluminum mounting point for the filter, so you have a lot more riding on the proper installation than having to try to force it off from just over tightening the filter. Experience has shown that DC-4 is the key, so spring for that expensive tube of silicone grease that will last a lifetime. Safety Wiring Along with tightening the filter goes proper safety wiring. Some argue that you shouldn't safety the filter until after doing the run-up and leak check. Others believe that waiting till after the leak check is an open invitation to forget to safety the filter. Either way, you've got to safety it with safety wire, and personal experience favors doing it before the leak check. Unless you've got the natural gift of being a great safety "wirer," chances are you'll be making some of the most common safety-wiring mistakes. Some you can cover-up quite easily and effectively. Others require starting over. Just remember that a little practice will prevent problems in the future. For example, on the Champion filters with the safety wire holes at the top, the safety wire has a nasty habit of getting onto the rim of the filter can. The result is that, when you think you're done wiring, you grab the wire and wiggle it, only to have it snap off the rim and go loose. One way to get around this is to tighten the filter to 20 ft-lbs initially. Then, when the wire comes off the rim, you can simply loosen the filter a hair to tighten up the wire. The filter will still be within the specified torque range, and your safety wire will be good and tight. However, it should be noted that this is considered a sleazy trick, and it's worth your while to do the job right the first time. One safety wire mistake that may require redoing the job is not putting enough turns in the safety wire (put too many in and you've got to redo it). If you haven't already twisted through the safety wire tang on the engine, you can simply put more turns in (there should be from six to 12 turns per inch of wire). If you've already anchored the wire, and then notice there are too few turns; clip it all off and start over. As a side note, oil filter safety wiring among professionals runs the gamut from perfect to acceptable to downright laughable. Another safety wire mistake is anchoring the wire to the wrong place. Most installations provide a tang with a hole through it somewhere near the filter base, while on others you've got to hunt down a good anchoring point. Whatever you do, don't anchor the wire to the engine mount or it will snap on start up. And, if at all possible, use the provided tang. Sure, some of them are real pains to get to (the Cessna T-310 comes to mind here), but if the tang is there, use it. You may find it easier to deal with getting the safety wire through the tang if you slip the wire through before mounting the filter. A final safety wire goof is doing it backwards. Remember that safety wire is supposed to keep things from loosening, so the wire should be pulling the filter (or anything else) in a tightening direction. Oil Screens Unfortunately, the engine makers were very slow to climb on the new technology bandwagon (and that hasn't changed much). In the late 60s, when disposable oil filters or even removable filter cartridges were widely available, very few engine or airframe makers were lining up to improve the engine filtration capability by a very significant degree. In their defense, people flew far greater hours and corrosion and wear were not as big an issue as it is today. If you have a screen only in your engine, you can help prolong its life by switching to a filter. There are many solutions out there from remote mount units to adapters that bolt to the case. The latter being quite reasonable expense-wise if you shop around a bit. There are at least four different sources, although they all don't make models that cover all engine types. In any event be sure to clean your screen often, with 25 hours being the typical maximum time recommended by the manufacturers. The same holds true for finding any contaminants in an oil screen-save them as long as you own the engine and have them analyzed for both source and type. Second OilPinion One person that has more experience than any one we can think of in this arena is Howard Fenton. For decades he ran an oil analysis lab that we recommended. He now has a new, but related operation called Second OilPinion. He will analyze your filter element or any contaminants that you find doing it yourself. He can subject the contaminants to numerous chemical tests as well as use magnification to determine just what the source of the detritus in your filter or screen is made of and where it came from. The price is extremely reasonable, so if you don't want to cut the filter open or are stumped by what you find, contact Howard Fenton at 918-492-5844, including how to ship. By the way an interesting article is available on the Web at http://www.avweb.com/news/profiles/182855-1.html, which gives his background as well as his views on oil related topics. It's free. The Run-up Check The last, and perhaps most potentially fatal, mistake that people make when doing an oil and filter change (or any other engine work, for that matter) is not running the engine up and checking for leaks. Think about it: Where would you rather be when you find an oil leak-on the ramp after running the engine for a leak check or at 50 feet after your next take off? So make sure you do a leak check and remember that the filter itself may be leaking from areas other than the adapter pad. By combining this procedure with oil analysis, you will have a dual (and complimentary, not redundant) approach to the health of your engine and possibly yourself.

<DIV =newsmainstory>From the AOPA website news <DIV =newsmainstory> <DIV =newsmainstory>CASA Summit on Self-Administration of GA <DIV =newsmainbyline align=center>(Date: 27/07/2006) AOPA have been informed that CASA are to hold a summit on Self-Administration of General Aviation in September. AOPA are definitely on the guest list. Keep watching for more details

The remarkable growth continues While Australian general aviation still appears to lie in the doldrums Recreational Aviation Australia is continuing to forge ahead. Membership at July 31 is 6401, 7% up from the 5996 at December 312005 and the RA-Aus approved flight training facilities now number 112, a 10% increase over 7 months. During the first six months of 2006 172 new registrations were added to our aircraft register, the LSA category has been added to the RA-Aus stable and Pilot Certificate holders are now legal in Class E airspace. The growth in productivity and effectiveness of the RA-Aus staff has maintained fees at the same level [excluding GST] for the past five years

a link to a list of all the award winners at Oshkosh Most have photos http://www.airventure.org/2006/sunjuly30/aircraft_awards.html

Oshkosh -OUTSTANDING WORKMANSHIP , KIT BUILT

Is 35 Hours Enough If you don’t fly much, make each hour pay for itself By Budd Davisson The world’s flying community looks at the 35-hour yearly average for U.S. pilots and shakes its collective head. They bemoan what they perceive as a general lack of proficiency and place blame on the pilots, as though they’re doing it on purpose. Anybody who believes that pilots only fly 35 hours yearly because that’s all they want to fly is crazy. If you take a serious look at flying in most of the United States, it’s amazing that the national average is as high as it is. In fact, the sunnier states probably skew the average up for the rest of the country. For instance: • 35 hours a year would be 40 minutes, or one short hop, a week, if everything were perfect. That’s flying every week, 52 weeks a year. If you did that, and did it correctly, you’d stay surprisingly sharp. • Assume winter and weather keeps pilots grounded four months of the year (this is optimistic for some states). This means that during the remaining months, a pilot would have to fly an hour a week for every flyable week to get 35 hours. How many of us get to fly every single week, especially if renting? Very few. • The best weather for flying is also the best weather for other summer activities, so most folks are lucky to get up every other week, which means, if they’re really lucky, they’ll fly 16 times a year. 16 TIMES! So, to get 35 hours yearly, a pilot would have to fly slightly more than two hours every time he or she went up, and few general aviation pilots can do that on a regular basis. It’s at this point that we realize the only reason the average is as high as 35 hours is that there are some show-offs out there who are flying 25 hours a month and raising the average. So, why don’t people fly more? That’s a little like the “how high is up?†question, but a lot more complex. However, ignoring the obvious money and weather problems, the biggest obstacle is simply that there are too many other factors vying for your time. It should be pointed out that though owning an airplane should, in theory, make it easier to fly (and put the onus on you to use it), that’s not always the way it works. If you don’t have the time, you don’t have the time; owning an airplane will only slightly ease the problem while raising time-gobbling problems of its own. Renting a plane for a 35-hour-per-year pilot is like being a grandparent: you play until you’re tired of the situation and then go home, gleefully letting someone else clean up the mess. The reason there’s so much discussion about the 35-hour average is that it’s universally acknowledged that 35 hours spread out over a year is barely enough to keep you proficient and safe. Flying is a “use it or lose it†skill, which demands exercise to stay in peak condition. So, if 30 to 35 hours is all you’re going to fly, what can you do to maintain your proficiency and, thereby, avoid becoming an unsafe pilot? First, let’s define proficiency: what do we mean, how do we measure it and how do we maintain it? Being proficient means that every factor of your flying is well within safety limits. You’re not “barely†safe, you’re far enough above the bar that there’s plenty of margin for your bad days in all operational situations. This includes shorter than average runways and relatively serious crosswinds. You’re considered “proficient†only if you’re totally capable of passing a private pilot license (PPL) check ride at any given time. As for measuring proficiency, here again, the PPL Practical Test Standards (PTS) are probably a good yardstick. Are you holding your altitudes as the PTS prescribes, keeping the airspeed on approach within limits, etc.? As far as that goes, when was the last time you studied a PTS? If you don’t fly often, it could well be worth the time to closely examine the document that spells out exactly what it is you should to be able to do. Okay, so let’s assume the world has conspired against you, and no matter how hard you try, you can’t fly more than 30 to 35 hours a year. You know that’s barely enough to keep you safe and may not actually do the job. So, what do you do? Give up? Of course not! Make each flight a form of self-induced flight instruction in which you do much more than just go up and drone around. You hold your own feet to the fire and make certain every minute in the air either teaches you something or reinforces something you already know

Flying Around A link to the Airservices Interactive visual guide for major capital cities http://www.airservicesaustralia.com/pilotcentre/training/flyingaround/default.asp

<H1>Pilot safety workshops</H1> <H2>Workshop outline</H2>Join experts from the ATSB, AusSAR, Bureau of Meteorology, CASA and Airservices on a real CSI – Crash Scene Investigation. <H2>Cost</H2>Nil <H2>Registration</H2>Limited seating so bookings are essential. Download the registration form or telephone Toni Guenther 131 757. <H2>Dates and Venues (All sessions are from 10am – 4pm)</H2> <TABLE =horiz> <T> <TR> <TH vAlign=top width="20%">Location</TH> <TH vAlign=top width="30%">Date</TH> <TH vAlign=top width="50%">Venue</TH></TR> <TR> <TD vAlign=top>Adelaide</TD> <TD vAlign=top>20 May 2006</TD> <TD vAlign=top>Glenelg Stamford Grand, Moseley Square</TD></TR> <TR> <TD vAlign=top>Perth</TD> <TD vAlign=top>24 June 2006</TD> <TD vAlign=top>Rendezvous Observation City, The Esplanade Scarborough Beach</TD></TR> <TR> <TD vAlign=top>Darwin</TD> <TD vAlign=top>15 July 2006</TD> <TD vAlign=top>Museum & Art Gallery of the Northern Territory Conacher St Bullocky Point, Darwin</TD></TR> <TR> <TD vAlign=top>Brisbane</TD> <TD vAlign=top>19 August 2006</TD> <TD vAlign=top>Bardon Conference Centre 390 Simpson Road Bardon</TD></TR> <TR> <TD vAlign=top>Hobart</TD> <TD vAlign=top>16 September 2006</TD> <TD vAlign=top>The Henry Jones Hotel 25 Hunter St Hobart</TD></TR></T></TABLE>

A link to the CASA Flight Safety Magazine http://www.casa.gov.au/fsa/2006/jun/index.htm

These are all the Jabiru web sites that i could find if anyone knows of any others drop them in. these are often a big help when youhave an unusual problem as it seems that somewhere in the world someone else has also experienced it Official Jabiru Site (Australia) http://www.jabiru.net.au Jabiru USA http://www.usjabiru.com/ ST Aviation Limited http://www.jabiru.co.uk/ JABIRU France http://www.jabiru.fr/ Suncoast Jabiru http://www.suncoastjabiru.com/ Norway Sweden Denmark Finland http://www.jabiru.no/ Jabiru Owners (UK) http://www.btinternet.com/~jabiruowner/ Vic Leggott's Jabiru Page http://www.leggottv.freeserve.co.uk/ Karl Geng's Homepage www.marcoisland.org/jabiru.htm Australian Jabiru Community (JABIRU FLYERS) http://communities.ninemsn.com.au/jabiruflyers/ USA Jabiru Community http://groups.yahoo.com/group/jabiruaircraft USA Jabiru Engine Site http://groups.yahoo.com/group/jabiruengines

Some interesting technical stuff and a bit more than theaustralian site http://www.usjabiru.com/Tech%20Tips.htm

<BLOCKQUOTE> GAMI: Propelling aircraft engines into the future By James Wynbrandt <DIV align=right> <TABLE cellSpacing=0 cellPadding=10 width=320 align=right> <T> <TR> <TD></TD></TR> <TR> <TD> The latest GAMISPEC TNIO-550 engine with PRISM electronic ignition. Photo by Dave Higdon</TD></TR></T></TABLE> General aviation is being transformed by innovations like composite materials, glass-panel cockpits, and real-time weather displays. But one important part of general aviation seems stuck in the last century: the engines that power most of our aircraft. For several years, General Aviation Modifications Inc. (GAMI), of Ada, Oklahoma, has been producing aftermarket products to change that situation. Its GAMI fuel injectors, for example, enable piston-powered aircraft engines to operate much more efficiently. Here at EAA AirVenture, visitors can learn about the technology GAMI is currently developing that could help propel aviation powerplants into the future. The PRISM (pressure reactive intelligent spark management) electronic ignition system is one such innovation. It uses fiber optic pressure sensors in each cylinder to optimize spark timing and achieve maximum brake torque. "We can make both significantly more power, and also deal with knock characteristics so effectively that we can run it on lower octane fuel and still have no unacceptable knock characteristics," said GAMI President Tim Roehl at the company’s booth (North Hangar C, 3005-3006). "The pilot’s going to get on the order of 8 to 10 percent more horsepower at the same fuel flow, or the same percentage reduction in fuel flow at the same horsepower, or any combination in between." As part of the installation the magnetos are removed. "Because it’s electronic as opposed to mechanical, there are much fewer moving parts," Roehl said. The fiber-optic pressure sensors connect to the cylinders through specially made Champion spark plugs. Roehl says the PRISM system will cost about $5,000, and estimates certification is about 18 months away. "We’re currently hard at work refining the durability and lowering the cost of the fiber optic pressure sensors," Roehl said. GAMI is also developing a supplemental alternator it’s dubbed the Supplenator to provide a backup power supply in the event of an in-flight electrical failure. Unlike other backup systems, no battery voltage is required to bring the system on line. The Supplenator "should be available later this year," said Roehl. Also displaying its wares in the GAMI booth is sister company Tornado Alley Turbo, which has developed turbonormalized engine conversions. While currently only available in the aftermarket for Bonanzas (about $45,000 installed), this week at AirVenture Cirrus announced plans to offer factory-installed turbonormalized conversions on new SR22 aircraft. "We have tackled electronic components, engine modifications like GAMI injectors, and structural modifications," said Roehl, summing up his company’s skunk works-like products. "Our company is unique."</BLOCKQUOTE>

Flight One Releases Boxed Baron 58 Posted on Saturday, July 29 @ 13:31:21 BST by darklord Flight One Software has now released the boxed version of the DreamFleet Beechcraft Baron 58 for FS2004. This popular light twin is part of DreamFleet's "Greatest Airplanes" series. For more information, click on Read More. Flight One Software and DreamFleet continue their Greatest Airplanes flight sim series with their latest release, the Baron 58 now available in a superb boxed package for Flight Simulator 2004. For those who own the Beech A36, the Beech Baron 58 will feel like a comfortable shoe. Why? The Baron 58 is based on the Beech A36, and is known around aviation circles as the "Twin A36". If you step inside a Baron, and do not notice the dual throttles and engine gauges, you might think you are in a Beech A36, or vice-versa; that is how similar (in most cases identical) they are on the inside. The Baron 58 continues the Flight 1 / DreamFleet tradition by providing users the latest in Flight Simulator technology. The aircraft is another DreamFleet Trendsetter; the first GA aircraft to feature Reality XP's new, ultra-realistic Sandel 3308 EHSI with Storm Scope! Also provided is Reality XP's latest Garmin GNS530 GPS system (GNS 530XP 2005 v 5.2â„¢). The package also includes a fully interactive virtual cockpit & cabin, complete moving parts, accurate flight dynamics, high resolution instrument panels, plus much more. Already in receipt of numerous awards for the quality of the software, this great value boxed edition also includes a quick start guide with checklists and performance data to get you up and flying this beautiful aircraft quickly. Sim pilots can purchase directly from SimShack.net

http://news.pcaviator.com/aussiejuly28.htm

Thu, 27 Jul '06 As Real As It Gets" Meets "As Real-Time As It Gets" Aero-News Network, the 24/7 real-time news service for "all things aviation" and Microsoft Flight Simulator X, the world's premier PC-based flight simulation product, announced a partnership that will bring Aero-News' trusted news and resources directly to Microsoft Flight Simulator X pilots. Scheduled to reach the shelves this October, Microsoft's Flight Simulator X website will make great use of Aero-News stories, content, photography and Aero-Audio products when the project is officially launched. The collaboration with Aero-News Network (ANN) is a major program for both organizations. "We are very excited to be working with Aero-News Network, the leader in its field," said Hal Bryan, Microsoft's Flight Simulator Community Evangelist. "We are pleased to make available Aero-News' in-depth real-world aviation content to our Flight Sim audience. It's a win-win for everyone, especially our consumers." In addition to newsfeeds, links, and other resources, added Bryan, "other concepts with Aero-News are on the horizon." Microsoft Flight Sim, the leader in desktop aviation simulation technology, has led the market for some 25 years. It's newest "X," or tenth, version promises to create an exceptionally rich and immersive 3D world for aviation enthusiasts. Graphics advancements will provide a new level of detail in both the models and realistic effects. Improvement of the multiplayer technology allows the community to connect in new ways. Additionally, Microsoft Flight Sim is adding a mission-based element to give users a sense of progression and skill development. "With this partnership," added Bryan, we are dedicating ourselves to providing more consistency with the real world of aviation and bringing the real and virtual worlds of aviation together. This is about bringing ongoing content and enhancing value to our customers." For Aero-News Network, the partnership not only brings the aviation world's daily news service to the massive and dedicated FlightSim community, but builds a valuable relationship with one of the most talented and experienced flight simulator development staffs in the world, according to Jim Campbell, ANN editor-in-chief. "With this collaboration, said Campbell, "users will learn about aviation from Aero-News and experience it through Flight Sim. We are delighted to be involved in launching and facilitating the dreams of both current and future aviators." Aero-News Network, serving the aviation world for nearly a decade, has fast become one of the most trusted sources for inside information on the aviation industry. The source for news and "all things aviation," ANN provides real-time aviation news, columns, audio programming, features and event coverage, discussion boards, weather, aero-marketing, and much more. Said Campbell, "At Aero-News we have an unparalleled commitment to safety, consumer activism, aero-education and aero-entertainment. ANN delivers immediate, up-to-date information 24/7 on aerospace, general aviation, sport aviation, military flying and the commercial industry

Flight One Releases Ground Environment Boxed Edition Flight One Software is pleased to announce that Ground Environment is now available in a feature-packed boxed edition for Flight Simulator 2004. The creator of the critically acclaimed Flight Environment, Peter Wilding, is back again. As Flight Environment transformed the skies with awesome new clouds and sunsets, Ground Environment brings stunning new photo-realistic ground detail to the Flight Simulator 2004 world. While other replacement texture packages supply just one geographic area and or season, Ground Environment gives you the world, providing new textures for each of the four seasons. All for a fraction of what other packages might cost. Ground Environment has been specially design to improve not just the textures, but improves autogen brilliantly - the result, when used with a package such as Ultimate Terrain, has been described as better than many photographic scenery packages! Purchasers of the CD version of Ground Environment will later be able to purchase the download version of the new Ground Environment Professional for $19.95 (there are no plans for a GE Pro CD for FS2004). Details on this special upgrade will soon be available. Sim pilots can purchase Ground Environment Boxed Edition directly from the Flight1 web site at www.flight1.com or at their local aviation or flightsim outlet

http://www.suncoastjabiru.com/ all the Jabiru Manuals for the different engines can be downloaded from this site It is Suncoast Sportplane in Florida USA http://www.suncoastjabiru.com

Myy apologies for using your photos. They were very clear and it made it easy to point out where the problem occurs. On the ones that had broken, the stops were in line with the shaft and not the pedal, so it was still possible to put excessive force on the pedals at times ,which had probably contributed to the problem. Once the welds were strengthened there has been no more signs of any problems and yes they are checked very regularly.

There was an article recently in either Flight Safety or Australian Flying I cant recall which where it was sugested that there is less likelyhood of damage doing a wheels up if you pick the tarmac

In QdI understand you must have a permit from the Parks and Wildlife Aurthority as they control the majority if not all of our beaches. Unless it is a declared emergency you may also have problems with your insurance if something goes wrong http://www.epa.qld.gov.au/publications/p01087aa.pdf/Landing_aircraft_and_recreational_craft_in_QPWS_managed_areas_Operational_policy.pdf

a database of problems on this website would be great Can not see it happening on the RAA site there would undoubtedly need to be a good modererator to ensure they were substaniated a bit of thought and it could be a real help for everyone

Have seen a number of Jab Rudder pedals either broken or about to<?:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /> They break away where the pedal is welded to the shaft shown by the arrow on the pic below It is a good idea to inspect and if necessary strengthen the weld and add a small gusset I have never seen a report filed about this problem although as you say Ian I don’t see a database of reports available to the members on the website. Maybe its there but if so its not easy to find and it should be. <?:namespace prefix = v ns = "urn:schemas-microsoft-com:vml" /> </v:stroke></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:ulas></v:path><o:lock v:ext="edit" aspectratio="t"></o:lock></v:shape></v:></v:shape> </v:stroke></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:ulas></v:path><o:lock v:ext="edit" aspectratio="t"></o:lock></v:shape></v:></v:shape>

He is correct see section 143 they can only be carried in commercial aircraft you can apply to CASA for an exemtion but it has never been granted in the past http://www.casa.gov.au/download/act_regs/1988.pdf