Today's Message Index:
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1. 07:34 AM - Re: RotaxEngines-List Digest: Rotax 912 coolant hose (John Goodings)
2. 08:04 AM - Re: BRS chute repack time table (ricklach)
3. 08:59 AM - Re: RotaxEngines-List Digest: Rotax 912 coolant hose (Roger Lee)
4. 09:10 AM - Re: BRS chute repack time table (Roger Lee)
5. 11:35 AM - More good news from Papa FAA et al... (Blumax008@aol.com)
Message 1
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| Subject: | Re: RotaxEngines-List Digest: Rotax 912 coolant hose |
It has been mentioned often, but I have forgotten. What is the ID of the
blue silicone coolant hose for use on the Rotax 912 engines? I gather it
is hard to get from anyone except Rotax/Lockwood, and is pretty expensive.
What is the price, and how much do I need? This would be very helpful.
Thanks.
John Goodings, C-FGPJ, CH601HD with R912S, Carp/Ottawa/Toronto.
Message 2
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| Subject: | Re: BRS chute repack time table |
OK Rick you made your point. How about some specifics as to your position. I have
a BSR in my 701 and its going to stay there mostly because it gives my wife
GREAT comfort. I think it will work if deployed but Im not so sure if the sh__
hits the fan I can get it deployed fast enough. I spend most of my time low
and slow. Well so much for me, how about your reasons for your comments.
Rick
--------
701Driver
N35 26.700, W118 16.743
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310279#310279
Message 3
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| Subject: | Re: RotaxEngines-List Digest: Rotax 912 coolant hose |
Hi John,
The generic coolant hose you can get from CPS at $2.50 ft. Different parts of the
water tubing are different diameters. Look in the CPS catalog on page 65 and
it will give you all the info you need. A couple of the hoses may also have
springs in them to keep them from crimping. You just push these out and reuse
them.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310289#310289
Message 4
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| Subject: | Re: BRS chute repack time table |
For me personally the chute makes perfect sense as an insurance policy and is just
part of doing business since I fly. Way too many people have died that may
have been saved. With 250+ saves under BRS's chute and more saves with other
chutes around the world it's just a good idea.
Here is the way I look at it since aircraft gets older and the skies more crowded.
What would you give if you were plummeting towards the ground? The answer at that
point in time is "anything and everything". So why not just give them a lot
less (the cost of a chute) right up front and save yourself all that anxiety
and money.
Everyone talks a good game when we are upright and flying is good. Have it turn
to crap and know you are going to die in the next few seconds changes all of
us, especially since you could have easily prevented it.
I am not trying to bash anyone here, but just appeal to good logic sense we have
chosen to fly and committed to be safe and come home to our family.
Which is another point. What happens when you take a friend or family member into
the ground and kill them too. What about all the trauma to the survivors they
leave behind.
So my last parting comment is, "It's just money and that can be replaced".
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310290#310290
Message 5
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| Subject: | More good news from Papa FAA et al... |
I've got three (3) illegal ultralights and all three (3) will remain that
way as long as I have breath in my body. ANY FAA pipsqueak twerp that
doesn't know his ass from a hole in the ground is going to have his head
removed
from his body by a shotgun blast if he comes around my airport telling me
I owe a registration fee. He better bring a F---ing Army with him.
Pilot Counsel
The new rule on aircraft registration
By John S. Yodice
Here is a new wide-ranging FAA rule that will significantly affect all
United States =9CN=9D-registered civil aircraft=94essen
tially all of general
aviation in this country. It becomes effective next month, on October 1,
2010. We
have periodically reviewed the requirement that =9Cno person may op
erate a
civil aircraft unless it has within itan effective U.S. registra
tion
certificate issued to its owner [or =9Cpink copy=9D temporary
authorization, or if
it is a validly registered foreign aircraft] (see =9C_Pilot Counsel
: Logging
Pilot-In-Command Time,_
(http://www.aopa.org/members/files/pilot/2006/pc0603.html) =9D March
2006 AOPA Pilot). We have also warned that it is a federal
crime to operate an improperly registered aircraft if it is done
=9Cknowingly
and willfully=9D (see =9C_Pilot Counsel: Aircraft Registratio
n,_
(http://www.aopa.org/members/files/pilot/2005/pc0503.html) =9D March
2005 AOPA Pilot).
Meeting the legal requirements will now become more difficult because of
this new rule. We have become used to aircraft registration certificates
that have no specific duration, certificates that are safely tucked up
somewhere on display in the aircraft, mostly escaping particular notice.
These
registration certificates remained valid indefinitely, or until an aircra
ft
was sold, destroyed, or scrapped, or the owner died, or in the unusual ev
ent
that the certificate was suspended or revoked by the FAA or voluntarily
surrendered by the owner. Since the 1980s we have had a related rule that
=9C
technically=9D required an owner to certify to the FAA every three
years that a
registered aircraft continues to be eligible for registration. But the wa
y
the rule worked, the burden on owners was minimized.
First, the FAA culled the aircraft registration list, eliminating aircraf
t
that had any registration activity in the past three years. Those owners
received nothing from the FAA. Then, to the remainder of the list, the FA
A
sent out a preaddressed postcard identifying the aircraft and owner, on
which the owner of the aircraft could certify that the aircraft continues
to be
eligible for registration=94essentially that the owner continues to
be a
citizen or legal resident of the United States and that the aircraft is
not
registered anywhere else (slightly more complicated for corporations that
are
not U.S. citizens). The instructions on the form stated that a return was
unnecessary if no change had occurred. The procedure was simple and not
too
burdensome. The registration certificate remained safely on display aboar
d
the aircraft evidencing to any interested party its valid registration.
That has now all changed. The new rule establishes a system for a
three-year recurrent expiration and renewal cycle. All aircraft currently
registered with the FAA will have their registration certificates (that
do not have
expiration dates stamped on them) terminated, and the aircraft will requi
re
re-registration in order that they be legally operated as a U.S. civil
aircraft. All new and renewed registration certificates will contain a
three-year expiration date printed on the certificate. The expiration dat
e will
follow the FAA=99s =9Ccalendar year=9D concept, so it
will be three years from the
last day of the month in which registration or re-registration occurred.
The re-registration process for currently registered aircraft will be
staggered depending on the month that the registration was issued. Over
the
next three years this rule will terminate the registration of all aircraf
t
currently validly registered. In this staggered system, some registration
s
will expire as early as March 31, 2011, only six months away. For example
, a
currently valid registration certificate that was issued in March of any
year (of course, it will not have an expiration date printed on it) will
now
have an assigned expiration date of March 31, 2011. One issued in April
of
any year will now have an assigned expiration date of June 30, 2011. Issu
ed
in May, expires September 30, 2011; issued in June, expires December 31,
2011; issued in July, expires March 31, 2012; issued in August, expires
June
30, 2012, and so forth until a registration certificate issued in Februar
y
of any year will expire on December 31, 2013.
The FAA plans to send out reminders for re-registration to the owners of
the registered aircraft at the address of record at FAA. The reminders wi
ll
be sent out well in advance. The FAA advises that re-registration and
renewal can be accomplished online at the registry website, as long as no
changes are necessary; otherwise, paper forms are required. The current
fee for
each aircraft for re-registration and renewal is $5, but higher fees ($45
and $130) are proposed in the House of Representatives-passed FAA
Reauthorization bill working its way through the legislative process. We
will have to
wait and see.
The important message here for owners of U.S.-registered aircraft is to
check the owner=99s name and address on the registration certificat
e in the
aircraft, or online at the _FAA=99s Civil Aircraft Registry_
(http://www.faa.gov/aircraft) . Then owners can notify the FAA of any corr
ections to be
assured of receiving the appropriate reminders. Remember that an improperl
y
registered aircraft may not be flown legally, and operating such an aircra
ft
could be a crime.
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