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Is the asking price just for the strip or the whole of Tassy ? 😁 Always wanted my own island. Merry Christmas

All good info. I just saved that file and this page for future reference when we get to that point. We're getting requests from Canada and around the Carribean/Central America so far, but no Australia yet. Thanks for that! I've got some good friends from Australia, Canberra area, that were just here visiting in the states. They just left Tuesday to head back home. On another note, we setup a new dealer in South Carolina today with their first 5 units! It's fun to be building something new after 19 years of doing the same thing. Race car stuff was a fun business, but I've always like making the baby more than I liked changing the diapers, ya know? 😉

Hi Skippy, We had quite a long discussion on this in a previous thread. A transponder does not know where it is. It simply replies when “pulsed” by a radar system. The radar system (ATC or another aircraft with TCAS) then works out where the transponder and thus the attached aircraft is. The transponder also returns some information. In Mode A it sends the Squawk code In Mode C it sends the Squawk code plus altitude In Mode S it sends Squawk code and Aircraft ID plus altitude if in ALT mode ADSB is an ad-on system that piggybacks on the transponder and uses it to transmit additional information, like the current position of the aircraft. ADSB needs to know where it is, so must have a GPS input. Your transponder may support ADSB, but without a GPS input, it will not transmit ADSB data. The Skyecho is a standalone ADSB Out transmitter, and also an ADSB receiver. You can configure the Skyecho to act as a receiver only, and not transmit your position. If you have compatible software on a tablet, phone or EFIS you can display the traffic picked up by the Skyecho. Note: The Skyecho will only “see” aircraft fitted with ADSB OUT. So, Leave the transponder ON and use a tablet to display traffic picked up by the Skyecho. Other aircraft with ADSB IN will see your aircraft, because the Skyecho is transmitting ADSB OUT. You will only see non ADSB traffic if you have an internet connection while flying and the application you are using is displaying traffic sent to it through the internet from the people that provide the application.

Also include where it is located. How far it has to be relocated will have a serious effect on how much it will cost the purchaser.

Dean, You will get more interest if you can list some proper details of the build and a expected price. We should not have to "fish" for basic info. If you want a sale esp to a pilot that will complete it, you need to attract is with details.

Dean Winton is still alive and kicking...

Too funny - looking forward to bird strikes on the leading edges for a change 🙂

Must of flown a Storch and got a taste for speed! 🙂

Yes full tanks generally better for less condensation and fume build up. But the Gazelle is limited to less than 10 litres per tank, if you hangar it and are folding the wings. I think because normally she sits on her tail skid wings folded, (although I have a tail stand which keeps it more level). This tail sit causes the greater than 10 litre fuel level to go past the filler caps which may leak or push fuel out the cap tank vent pipes located on the filler cap. In a level attitude, this does not occur. Also, I try only run Mogas, so have to use 10 litre fuel containers to refuel, so not easy to always fill tanks after every flight.

Yes don, and it was a nice one too. I put the ad up for someone else . He wants to set up a small auf type training school. Great idea if it happens. The xairs are great but not certified.

Hi Skippy, I'm still not sure if you have your Trig actually set up and connected to a certified GPS so ADSB OUT is enabled. By default it isn't. IF it IS set up with ADSB OUT then you would have to disable the ADSB OUT in the Skyecho and just use the ADSB IN with your EFB. This is a big waste of money - you can buy just an ADSB IN device from UAvionix called a PingUSB for about $475 (half that with rebate). This will display ADSB IN on your EFB. IF you don't have ADSB OUT set up on your transponder then the transponder can still be (and should be, as others have pointed out) turned on as it fulfills a different function from the Skyecho (as outlined previously) by communicating your info to ATC when interrogated. The Skyecho will broadcast your position etc to other aircraft equipped with ADSB IN directly. Its signal is not that strong, but it is fine for recreational aircraft, in my opinion, as its range is up to about 40NM according to UAvionix. I think that's if you have it positioned in an ideal location - my experience with my Skyecho in my Savannah is about 25NM, but that's still OK for me as I usually have an aircraft displayed on my AVPlan a long time before I spot it visually. (e.g. If my calculations are correct - if 2 aircraft were each travelling at 120kts directly towards each other if they were 20nm apart they would have 5 minutes before colliding, so that's a reasonable time to take evasive action). HTH Cheers, Neil

Another last blurt! To answer your original question, the Skyecho does not interface at all with your transponder. It is a standalone transmitter that does not need a radar system to trigger it. If you are out the back of no-where, out of radar range, your transponder will go to sleep unless it is also capable of, and in ADSB OUT mode. So no-one will know where you are. If you have the Skyecho, it will be transmitting your position for any other aircraft or ground station with ADSB IN capability to pick up. (Up to about 20 miles)

Skippy, One last blurt. By law, if you have a transponder it must be switched on in flight. If it is out of the calibration checks required every two years you can set it to Mode A (commonly shown on the transponder panel as ON).

You might want to get a handle on the fact that Australia uses 240V power, not 110V, it has different power plugs and wiring as compared to the U.S. - and all containers for carrying fuel in vehicles in Australia must be approved by Govt authority, under the Transport of Dangerous Goods Act - with each State having slightly different regulations, as regards fuel transport in vehicles. In addition, all containers carrying Hazardous or Dangerous goods must be labelled under the GHS (Globally Harmonised System) labelling regulations. Most Western countries (including the U.S. and Australia) are party to the GHS labelling system. This system clearly identifies the hazardous substance with pictograms on the containers or vessels and also provides readily provides MSDS information for first responders to fires and crashes. 250 litres is the maximum allowable volume to be carried in private vehicles in Australia - above that amount, you need to have a commercial Dangerous Goods transport permit, and your vehicle must carry standardised U.N.-markings - the Dangerous Goods diamond-shaped warning plates, front and rear. Documentation for the DG load must also be carried in the vehicle, relating to the supplier and carrier, and responsible persons contact details. This type of DG load is referred to as a "placarded load". 50 U.S. gallons is approximately 190 litres. Note that the 250 litre transport limit for vehicles in Australia, includes the fuel in your vehicle fuel tank. A fuel transport container on wheels may not get approval to transport in a vehicle in Australia, as fuel transport containers are required to "be properly secured" in a vehicle. Adding substantial tie-down points to your Fuel Mule would be advisable, to ensure it received official transport approval in Australia. There is an important distinction between petrol fuels (avgas and gasoline) and diesel-based fuels in Australia. All fuels with a flashpoint below 60°C are classed as "Flammable liquids", but fuels based on petrol are classed as Combustible liquids, because their flashpoint is around -43°C, and they will ignite easily from a single spark, at well below room temperature, thanks to the large volume of volatile fumes these fuels produce. Diesel or kerosene-based fuels do not pose such a severe flammability danger as petrol-based fuels, because they do not produce the same level of volatile fumes as petrol-based fuels. If you own a boat, you are no doubt well aware of the dangers of refuelling with volatile fuels, and the need to avoid containment of the fumes produced. I have seen an entire major fuel storage depot burn to the ground, simply because a customer refuelling his car and caravan (trailer home) out front of the depot (via a depot fuel bowser), spilled some petrol, due to overfilling his (petrol) fuel tank. The petrol fumes wafted into his caravan, where he'd left his LPG fridge burning. The petrol fumes ignited via the gas burner flame, the caravan went up in flames, the car joined it, then the fuel depot caught fire, too! It ended up a multi-million dollar fire, and it wasn't even in a built-up urban area, it was in a small country town, where the depot was located in an isolated industrial area of town. A strong, steady wind aided the fire to take hold rapidly. There's a general official attitude discouraging the transport of any more than about 50 litres of petrol-based fuels in vehicles, in Australia. This is because of the severe level of danger involved in the case of a vehicle crash, where a vehicle is carrying more than about 50 litres of petrol-based fuels, in portable containers (or container). Fuel tanks built into vehicles have a major level of protection built into their design, such as their location, plus protective shields around the tank. This is not the case with volatile fuels being carried in bulk containers in vehicles. Finally, service stations (gas stations) in Australia will generally not allow the filling of portable fuel transport containers in vehicles, due to static ignition fire potential. All portable fuel-carrying containers must be removed from the vehicle and placed on the ground for filling, and the container size being filled is not allowed to be larger than 25 litres.

"The engine is brand new, only run for a minute or so to verify starting etc" Think it might help to explain the corrosion No offence but I doubt many people would buy an engine described as brand new but looking like its been left outside in the rain for weeks

Laziness sadly and paid the ultimate price; terrible. My method is DI / walk round, drain tanks (fuel into mower) then in, checks and start etc.

Not paper fuel filter element so will handle water if any there. I use them and filter of choice by the Skyranger and Nynja manufacturer in UK.

Mike, I believe the aircraft above was bought by a guy in central West NSW. Was an un flown prototype?

SOLD ( it went to Denmark!)

Provide hub dimensions, diameter, thickness, diameter and hole location.

If you can also clarify useable weight and MTOW so we can work out if we need to lose 25Kg's as well. (LOL)

IT's a great design.. Clean and touchy in pitch, Nev

More information would help like what engines fitted, how many hours has it run, has it had any accidents, what instruments are fitted. Spruce up the listing by giving us as much information as possible to make it look like such a good deal we can't resist ! 🤩

When I wanted to remove an ad, I contacted Admin😈

If its sold, should you remove the advertisement???😈

To whoever buys it... let's talk hangarage 😁

The FS is for Low wind days. I wouldn't put one on line. Nev

Europa is not a wing fold - its similar to a glider. The main spare overlaps & is secured inside the fuselage/cockpit. It's not so easy to do - the few who actually go down this track, build a jig or two, so that the wings can be removed/installed by one person. You will also need a custom designed trailer - started down this track with a 1975 Viscount Supreme caravan - used it to pick up my Sonex. Performance wise, the Europa and FS Storch are pretty much at opposite ends of the envelop/handling characteristics - interesting choices.😈

Got a bit of time in Eurofoxes, and they're nice aeroplanes. Love the strength of the Europa though (always loved the design - way ahead of its time).

I know that Mate. Presumably he is trying to save money and wood is safe(r). and you can make your own. Nev

Sapphire is pusher not tractor Nev

This aircraft has been sold

Mine had a completely re-built wing, blue head 582, rear bulkhead,doors etc,etc. Flew well and safe.

I love Thrusters and don't want to sound like a Debbie downer but getting a Thruster that is flying school compliant, big ask.

You had one mate🤣🤣🤣

Skip , I think from this discussion , you have the Trig 'On' and presummably squark 1200 , this only triggered by ATC radar or aircraft TCAS . The SkyEcho transmits you position to other ADSB_In users and receives ADSB_In to display on your Nav tablet . that's my take on it .

Yes, the forum is based in and run from Australia, but users from all countries come here, and are welcome if they provide content that is interesting, informative, and which adds to our combined aviation and engineering knowledge. I wish you well with your product, it looks good, and is likely to be acceptable in many countries. I just felt the need to address the issues associated with private (i.e. non-commercial) fuel transport within Australia and its territories, and point out the risks associated with highly combustible fuel transport, which risks are regarded as serious ones by the relevant authorities here. Fuel transport containers must meet the relevant Australian/New Zealand Standard, which is - "AS/NZ 2906: Fuel containers – portable – plastic and metal". Below is a link to one of the Australian States, Workplace Health and Safety (equivalent to OSHA) guidance booklets, for the storage and transport of flammable and combustible liquids. https://www.worksafe.qld.gov.au/__data/assets/pdf_file/0024/22866/guide-for-flammable-and-combustible-liquids.pdf All of our legislation and regulations regarding fuel transport and storage, are centred around risk reduction and education of end-users, to minimise accidents and disasters.

Some very good information here regarding Australia. I'm curious, is this primarily an Australian forum? It may be a little while before we're shipping anything that far, and we may have to adpat the product for regulations there if/when that time comes. We're just getting started, and we have shipped outside the US (once), but haven't shipped to Australia yet. Though we do intend to take advantage of the treaty with the US regarding international patents, extending our patent to Australia and other countries. Here in the US we have different regulations and requirements, and a significant amount of our efforts bringing this to market were to ensure we stayed inside those lines, including consulting with Intertek, a National Research Testing Laboratory (NRTL). Here in the US the placarding requirement is a function of HAZMAT regulations, and only come into effect above 119 gallons, where a HAZMAT registration by the end user, and placarding for hazardous materials, comes into play. Thanks for the info!!!

Thanks @FlyBoy1960! We certainly didn't do it halfway, I don't get accused of that often ;). This thing will go places most wouldn't need it to, but I only build things one way.... overbuilt. Here are two world champion (one 4x former, and one current) wakesurfers putting one to use down in Florida: If anyone is interested, there's a blog series on it from concept to concept to refinement. I'll be writing another entry at some point on bringing it to final product, but the series as it is goes most of the way there. https://smartassproducts.net/blogs/main/creating-the-worlds-best-gas-caddy-p1 https://smartassproducts.net/blogs/main/creating-the-worlds-best-gas-caddy-p2 https://smartassproducts.net/blogs/main/creating-the-worlds-best-gas-caddy-p3 We're shipping them all over the country fairly regularly, 5 going up to South Carolina tomorrow actually. And we're looking for dealers as well (that's what we're bringing these up to tomorrow, a new dealer that runs a boat dock business)

Thanks Ron, Look forward to meter's arival. Many Thanks

Hi. I agree the pictures are inconsistent. There are my pictures, taken in my workshop, and then some pictures of the same engine mounted on flying aircraft (in order to show it fitted to an airframe). My apologies for the confusion. By brand new I mean it has never been fitted to an airframe, and never run (other than initially firing it up to she/hear it running). I have also regularly turned the engine over by hand. As for the appearance of the engine - it has been in my workshop for the past 10 years, and has “dulled” over time. I was very motivated to sell the engine because we were moving back to NZ. However, I received no offers so the engine was crated and shipped out here. It is actually still in transit, and will arrive at the end of the month. I will possibly sell it locally, o r use it myself. I would remove the advert from Rec Aviation, but can’t find a way to do so. Regards Duncan

agreed with red, the pictures on the aircraft show 2 different types of exhaust system which are different from the one you are selling now. Brisbane is hard on motors but it does look like it is pretty old with extensive oxidisation and corrosion on the end of the crank and the flywheel. I'm not saying it isn't brand-new even though the photo showing running, but brand-new means as it came out of the factory. I really do hope it is the perfect engine for somebody's project but in one spot it says it uses 29 L per hour and another spot 9 L per hour. There are a lot of inconsistencies in your listing unfortunately

that would not happen because you checked your fuel drains and bled off any water before the flight of course.

No builder's manual. But there seem to be HUNDREDS of sheets of A1 sized plans. And there is a very active Sonex online group where you can get all the help your heart desires.

There is no builders manual AFAIK. You get dozens of paper plans and a virtual wing and a prayer.

Googled price again - My thanks to Blue PRICE REDUCED TO $8/filter

Predictable as ever Nev To the best of my knowledge concertina/wavy paper filter media fuel filters are advised against by most, if not all small aircraft makers. Reasons: There is always the potential for the media to break down It's not easy for the pilot to assess the degree of contamination. Gauze filters are recomend. The selection of in line gauze filters with transparent casing is not great. There are other makers, Baldwin probably has the best selection - same sort of design as the Hengst, however they supply both longer & larger diameter variants (greater filter area) however space may become an issue for some instalatons. I have used these Hengst filters for about 15 years and found them to be excellent. Always carried a spare but never used it.

You blokes have been told a MILLION times to stop exaggerating. Nev

I was lucky enough to buy a second hand, but unused, one for $300 a couple years ago.

Built 2013, TTIS = 774 Hours, engine airframe and prop. All in near new condition, fully serviced with full records. L2 owner and L2 maintained.