Roscoe

Cut your losses, and buy another one.I noticed a really nice 230 on the Classified section of this Website recently!

A new bare fuse is $13750 + Gst............+ freight + time to strip the old one + time to refit completely ( so virtually a complete build ) + painting = buy a new aircraftAlso being a 24 Rego probabely not allowed to do anyway.

I noticed a really nice 230 on the Classified section of this Website recently!

The fcst say it should be flyable ex Syd basin tomorrow.

Under me old brown bush tit for tat hat is me can't find a mate for it to breed from Neil

Thanks for the reply Roscoe. I’ve been tossing up between the L/S 3 and the Bose A20 b/t but the L/S 3 seem better value. I have flown with the Bose but not the Lightspeed.

Looking at updating my headsets to the Lightspeed Zulu 3 and was wondering if anyone has a set and their opinion on them?

I'm a bit curious why the insurance doesn't cover repair costs?

Isnt that original work all done at factory - not many would have worked in here even kit builders.Where do you stand with LSA status if you dont repair to manufacturer schedule

Its a serious repair so hope you know what you are doing.

Hi Everyone[ATTACH=full]52246[/ATTACH] [ATTACH=full]52247[/ATTACH] [ATTACH=full]52248[/ATTACH] [ATTACH=full]52249[/ATTACH]

I recently ran my 230 of the runway on landing and did damage to the firewall where the nose wheel attaches and also ripped of the pilot’s side undercarriage leg.

 

Does anyone have any specs on the construction of the fuselage around the undercarriage leg mounting and details of how the plywood lower section of the firewall is epoxied to the fuselage.

 

I intend to cut out the lower ply section and replace it with new one which will need to be epoxied back to the fuselage and the remainder of the firewall.

 

The repair for the undercarriage leg will be a epoxy repair but there is some strengthening within the layers of fiberglass and I do not know how many layers Jabiru use in initial construction.

If you pre purchase then can't get there due weather, is there a refund?

Would be good if the Airventure Website made it clear on the situation for pre paid tickets unable to be used due to weather.

In reality, hardly worth the trouble.For a J170 if you plan 15ltrs/hr, 100kts @ 2850-2900rpm the difference achieved will be less then the difference between forecast and actual wind at any alt.

Hi all,Has anyone ever seen, or perhaps made for themselves some more detailed performance charts for the J170 (or similar)?

 

The POH only has data at various engine speeds, but it's all at sea level. I'm after something like Cessna (and the other GA manufacturers do) with power (or rpm if fixed pitch) vs altitude vs speed vs fuel consumption.

 

Cheers,

 

Tom

Have you asked Jabiru?

The latest promo sounds more like something you'd read for the Barnum and Bailey Circus coming to town.There seems to be a push to attract families, maybe they don't want people to fly in?

"There will be a fantastic airshow, more than 40 exhibitors and trade stalls, 55 seminars over three days, food and drink, kids activities including face painting, balloon twisting, and a clown, and lots of things to see and do for the whole family."

Has anyone seen arrival info for those coming by aircraft?

Last few years the Website had instructions and maps for Parking etc.

Less than 2 weeks to go and can't see anything yet.

"a comprehensive aviation exhibition space where if you can think of it you'll find it"Hmmm, the program doesn't read that way. It looks like the highlight of Saturday is the paper plane competition!

 

The RAAus Weight increase and CTA presentations are bound to be interesting, particularly given CASA have put them on the back burner.

I haven't read anything about this.

Ive just cancelled my booking for 20 and 21 Oct at Stockman Motor Inn if anyone wants to jump in and grab those dates.

Question for Jabiru J 2 & 4 series aircraft owners.I am looking at buying a Jabiru composite prop to suit my J 200.

I have read a lot of the old post from previses years and would like to know what they are like now that they have been out for a few years.

That 8.3 volts sure is low Roscoe. If this it the voltage the radio sees during low rpm then that would explain the problem. However if this is so, then your battery is no good because otherwise it would keep the voltage up to the radio. For example, your radio should work even with the engine not running at all, ie zero volts from the alternator. In gliders, the radios work like this all the time.Try putting the voltmeter on the battery next. And have fun, solving problems like this is very satisfying.

Have sent a pm thanks Bruce

Thanks Bruce, will do.

1000RPM 8.3 volts

1600RPM 13.3 volts

2000RPM 16 volts

It sure seems like a power issue, but it may be an interference one. There could be interference spikes at low rpm due to something about the alternator or the regulator.To check on the power issue, the easiest thing to do is to connect a digital voltmeter where you can see it during flight. It can be a loose meter with the connections alligator-clipped on.Clip the connections between the positive and negative feed to the radio.

This will show if the voltage as supplied to the radio is falling below specs.

 

It seems strange that your battery can start the engine and do this though. Let us know what you see if you do this test.

I have a situation that if i do 3 or 4 circuits in my Jabiru, after i land my Radio transmission to the tower is unreadable, but if i increase the RPM to 2000, the signal is fine.

The Battery is new, and at present the plane is outside with a Solar charger attached.

The problem is not there after a longer flight, so it appears that the Battery is discharging at low RPM.

The other day, i was unreadable to the tower on final at 1500 RPM, but as soon as i taxied off and increased the RPM, the problem went away.

Also, at first startup the transmissions are fine but i am noticing that by the time i've done the run ups etc, my ready call to the tower is weak.

Was not using landing light on final.

No problem in cruise.

Any body else had this issue?

I agree. I wonder if there is any chance if salvaging things to some degree, by people who were going to fly in, flying in anyway , and just enjoying some comraderie without any of the assiciated stuff?

The bad will generated by all this is so sad, so unnecessary, and so avoidable.Any sponsorship deals have to be confirmed and committed to, a long way in advance. Otherwise your event becomes a nonevent.

 

And yes, as noted by one poster, it even filters right down to the food vans who often have exclusivity clauses in their contracts to ensure the financial viability of their presence. For instance, at one of the Caboolture Air spectacular events (some years ago), the warplane museum was quite forcefully prevented from running their monthly sausage sizzle on the day, as it went against the food purveyer contract signed by the organisers.

 

In this case we are losing an event because of a failure (probably at many levels) of communication, negotiation, and mediation.

I haven't felt the need to go into controlled airspace for many years, except for a BFR or two. The need to be constantly monitoring the radio, plus very accurate level and timing requirements, makes it more like work than recrearion. I did a trip to Redcliffe today which involved 12 changes of radio frequency, in a trip of just over 3 hours and I was not in IFR or controlled airspace. Not fun flying.

I think there is a perceived fear of stuffing up by a lot of Pilots which could be overcome by exposure to cta and it's very satisfying to complete a flight in cta that went well

https://www.atsb.gov.au/media/5474110/ar2014084_final.pdfAs per the report, RA AUS shows a significantly higher rate of incidents/accidents than their GA equivalents.

 

Seems fairly practical to me. Near the Sunshine Coast you have caloundra and Noosa. Near Coffs Harbour you have Nambucca heads, Grafton and several others. Fly to destinations within the priveleges of your licence or go get the licence that lets you go where you need.

A Commercial GA Pilot with a Class 1 Medical Cert decides to retire from Professional flying and gets himself an RAA Aircraft fully equipped with Radio and Transponder.

He decides to let his medical lapse and operate in the

One more recent attitude of aviation medicals is that some of the requirements of the class one and two hark back to the military days and don't have a REAL and practical effect on death or incapacitation on duty. I held a class one for something like 30+ years, and know of instances of DEATH within a month of passing the class one sometimes an hour after doing a flight and total incapacitation during a landing roll, personally. and people in their 20's with a class one having a serious heart attack with no warning. The best safety feature is TWO pilots but they spend long hours in flight these days so it's a more critical situation to have pilot redundancy available. You can't drop down and just land in a paddock with a 777 in the middle of the Pacific The statistics are there to show both medicals are not a good reliable predictor of incapacitation. May countries like the USA are going for a reduced standard on this basis. We now have over 70 years of good records to fallback on.Whether your LICENCE is ICAO compliant will be written on it. Your CERTIFICATE certainly is not, and never will be and being ICAO compliant is not a good idea. You can never be a leader if you go that way.. IF you go to primary airports you will also pay a lot for the privilege and flying in controlled airspace isn't free either. Why should it be. Some one has to pay for it and it's a user pays system to a certain extent

I've always said be careful what you wish for . You might get it and lose some or all of what you have.

 

Note. Most of my flying hours are in CTA and apart from transit rights and specific access with training I say don't go there. It's more workload. more training, recency considerations, Clearances, for levels, track and airspace, (leaving and entering). You need a new clearance for any change . Calculate LSALT's. Holding procedures radio reliability/ duplication, know radio fail procedures. Maintain altitude precisely on assigned level, maintain assigned track also. Reporting position constantly on a regular schedule. Amend ETA if 2 minutes out. flying IFR (losing VFR) dodging weather revised eta's and you are usually over tiger country and involved with climbing/ descending RPT traffic often because that's where THEY are. No big deal if you do it every day, and are properly trained. IF you only do it occasionally you may have a lot of problems. Nev

Many Pilots just want to be able to transit CTA Airspace and it's not difficult.

When I operated out of Newcastle and later Rutherford with RNAC we used to get a "special VFR" procedure into Mascot.. You knew if you stuffed it up, you better not come near the club again. It was actually easier and safer than going via the Lanes to Bankstown. About half of the people running DCA were from Newcastle so we had mates in city hall. It's not WHAT you know, you know. Nev

But getting back onto the CTA Access thread, I think a lot of RAA Pilots would just like to be able to transit a CTA area without landing which is a safer option than being pushed out to the hills which is the case on the East Coast.

I recently flew from Bankstown to Bundaberg, coastal all the way and had a great experience all the way!.

Williamtown was an easy coastal transit at 1000ft AGL, a call to Coffs Tower at Nambucca Heads and was cleared for a straight in approach to land for fuel, Gold Coast Tower cleared me for another Coastal transit at 1000ft AGL and then a nice scenic run via the Islands vfr route up and into Sunshine Coast Airport, which again, was just a call to them at the southern reporting point and cleared for a base leg entry for a landing and overnight stay.

None of this was difficult, and and the Controllers at each Airport were very helpful. I had never flown into Sunshine Coast before, and told them I was unfamiliar with their procedures, and I was given red carpet treatment, directions to parking and fuel, etc, etc.

You just have to spend the time planning the flight, going over the radio work, and not being afraid to clarify anything you don't understand.

Like you Nev, I have also operated in the GA environment for many years, so yes I am used to it, but with proper training and an equipped aircraft, it gives the RAA Pilot much more flexibility and confidence.

I am in full support of RAA seeking approval for its Pilots CTA access PROVIDING the training and aircraft is up to scratch and the Pilot can demonstrate competency.