Lets add a few more rules to Aviation/ motor Gliding in Australia to keep planes on the ground even more!!!
1 Fuel volatility on all 98 before you use it (local BP man was doctoring all his 98 and a flying person caught him out and reported it to BP- BP acted in 48hrs and forced him to auction all 6 big outlets he had -he is yet to appear in court but gave $300000 to local charity to try and get in good books) You can buy one from Doctor Hodges in Melb and they are interesting. (I used one in the early days of mogas in tugs) 2 Oil analysis after all oil changes - would check on status of engine 3 We must all cut open our oil filters after each oil change (actually a faulty L 0-540 filter recently made by Parker in USA - a rubber ring got sucked down the system and was causing low oil pressure in the engine -found by my LAME friend Todd) 4 New spark plugs every 200hrs even though Limbach supply plugs which are designed to last the life of the engine. 5 Differential compression checks every 50 hrs like in Germany ( I think) 6 Compass swung every 3 years 7 Altimeter and transponder sent in for checking every 3 years (NZ have it) 8 My fuel tester has an alcohol test feature - perhaps a rule for alcohol testing would be a good idea. 9 Multigas testing for CO in cockpit each year because trust me you may be surprised - and those CO sensors we have are all but useless. Rule is <25 parts per million CO 10 All engines in gliding to be replaced after 6 or 10 years of use.(I have a PIK20E R501 engine 29 years old and still perfect and never rebuilt) 11 We already have flexible fuel (+oil) line replacement at 5 years where as GA in AUS is 6 years forward of fire wall and 8 years behind. (although there are a few Schempp Hirth and Schleicher motorgliders gliders need their fuel lines replaced every year they are so bad - can somebody TELL Bernard Eckey) 12 Batteries must always be mounted behind the fire wall (ie not in engine bay) so that in event of fire the power can be shut off BEFORE it enters the engine bay (Grobs, Falkes and ximango all do not comply!!) 13 Metal plate (can be aluminium) must extend back 60cm behind the exhaust on a motorglider (it is in old JAR22 sect H - only 2 motorfalkes comply in AUS) 14 ALL gliders must have one fuel drain which is in sump of tank and the other in the gascolator which is on its way to the engine Finger filters must be fitted in all tanks if not already there. 15 All motor gliders must have confor type memory foam as seat cushions (that may have helped Tom who I believe is not walking after the hk 36 that crashed Aug 09?) 16 How about a DAMP (drug and alcohol management policy) - I think a few drinks the night before flying - that alcohol may contribute to an engine failure more that a Slick failing 17 And how about a rule "you shall always turn into wind when turning a motorglider" Unfortunately there are people who do not think and try and turn down wind and wonder why the tail lifted up as they put on extra power to turn around and they hit the prop and caused yet another $10000 insurance claim. I think it is time for me to stop now (I do have more) but surely we only have to meet JAR22 Sect H standards or whatever that new name is. If we get the 2 year rule on Magnetos the LAME will just laugh at me and gliding next time I go in for service. I thought we were always supposed to fly a motorglider over a place where we can land- so what if engine stops - it is just another outlanding. Ian McPhee and yes I am grumpy and lets have a few more rules . On 9 May 2010 18:11, Nigel Baker <[email protected]> wrote: > Yes you have it right. John V is looking into it but don't know how we > will go with the 2 years bit. > If we apply the logic that the engine under the GFA should be considered no > more reliable than a tow rope we would have a chance but really aren't there > yet with the sport aviation code changes ( I have forgoten the number "part > XXX") so don't know how >
