Camel

As far as a USA PPL would be no problem changing with CASA. As for RAA all time is recognised and a pilot certificate criteria is in the ops manual is section 2-13 . RA-Aus OPERATIONS MANUAL Section 2.13-1 ISSUE 7 –OCTOBER 2014 SECTION 2.13 RECOGNISED FLIGHT TIME AND/OR QUALIFICATIONS For the purpose of this manual recognised flight time is: For gaining a Group A Pilot Certificate and associated Endorsements, Ratings and Approvals: (a) dual and pilot in command hours gained in obtaining and maintaining a CASA aeroplane, helicopter, gyroplane, airship licence or overseas equivalents or Australian Defence Forces wings standard, overseas equivalents, a GFA Glider Rating or overseas equivalents and endorsements, ratings and approvals associated with these qualifications; and (b) dual and pilot in command hours gained in obtaining a CASA Recreational Pilot Licence and former equivalent or graduation from an Australian Defence Force basic pilot’s course, whatever called; or ©verified logbook entries of training undertaken towards the attainment of a Licence or Certificate with a recognised organisation; or [*]For gaining a Group B or C or D or F Pilot Certificate and associated Endorsements, Ratings and Approvals: (a) all dual and pilot in command hours flown when obtaining a Pilot Certificate with another RAAO, or equivalent overseas qualification and endorsement, rating and approval associated with these qualifications for the corresponding Aeroplane Group; or (b)verified logbook entries of training undertaken towards the attainment of a Licence or Certificate with a recognised organisation. [*]Notwithstanding Paragraphs 1 and 2 of this Section, the Operations Manager may disallow overseas qualifications without recourse. [*]For the purpose of this manual recognised qualifications are validated Licences, Certificates, Endorsements, Ratings and Approvals and overseas equivalents from recognised NAAs and RAAOs.

An excellent EFATO training video, but he says 45 deg either side. There are lots of videos on YouTube and well worth watching. Sorry to bore you !

In my opinion, EFATO training is firstly about getting airspeed and secondly finding somewhere within 30 deg either side to land after a take off ! Anything outside of this is engine failure training and also should be done and in different legs of circuit and in normal flight. If in EFATO training airspeed is not recovered immediately there will be a problem, light aircraft lose speed quickly , when the power is stopped the nose is put down immediately to get or maintain airspeed and then you can glide to your arrival. The reason for a stall spin will be related to failure to maintain airspeed first !

CASA are absolutely not interested in anything to do with safety they just satisfy their own interests ! Casa has proven over and over again that it is slow and incapable of serving the aviation community, it can only destroy it ! Australia is no longer the lucky country ! It supports government departments that suck the life out of viable businesses, a buisness owner has to work and be competitive to survive ! Government departments just put up their charges and by law we have to pay it ! Don't kick the cat , write on casa feedback and tell them they are a waste of time, space, oxygen and need to change their ways ! I'm totally sick of casa and I think they are sick of me!

The main reason is for navigation, one degree of Latitude or longitude equals sixty nautical miles ( at equator ) . Height in feet is for international reasons for separation, distance from cloud, visibity, runway length etc is expressed in meters usually in Australia.

I looked at ad and saw it was near Boyland, that is close to Boyland and is called Cunungra, more info please, I'm confused ! How many airstrips are there in that location ?

My old instructor use to say that they came to "make an appointment to make an appointment " as they had excuses why they weren't going to fly and would next time.

Bull , add a " y " to end of Bull and some here can take you a little more serious, that is how I see it , but I'm a Jab owner, but I have owned five aircraft and two have been Jabiru's. Two Rotax powered and one Lycoming. The 912 had lots of exhaust replacement and repairs, the lycoming had a cracked head. They all need maintenance. I will be interested to know the cause of this engine stop.

G- Day ! A Fly-Girl, very few around, great to hear ! Look forward to your input !

Not going to dispute your view ! The fuel tank is in front of the instrument panel ! I have flown the Sierra around 60 hours and I find it a little nose heavy when full of fuel but not a problem to take off or land, the Sierra is a very strong, well designed and well behaved aircraft it has a low stall speed and a high top speed.

Jabiru carb heat is filtered so allows to be put on during taxi. I previously lived in the snowy mountains and one morning I taxied my C172 to the other end of strip and had done run ups when entering to backtrack, on take off carb ice became very evident with engine coughing and spluttering and my heart racing, carb heat applied and a paddock lined up, engine came good and proceeded to get back towards runway and climbed to a safe height, my concern that it was not absolute that it was ice and could have been fuel contamination or something else, I climbed 3000 feet above strip until I was happy and started my journey. Now I never take off unless I do basics checks before, eg carb heat, mixture , fuel tap and quantity, flaps and trim. A long period of taxi or holding is a recipe for carb ice.

Funny how people own Jabiru's like them and understand the issues where as those who own nothing and even don't fly are the knockers and bashers ! At the end of the day it's about price and if you want the best you pay for it ! Jabiru are good value for what they do, engines treated well go ok and maybe extra maintenance required. As a motor mechanic looking at the motor car industry there are a lot of crap cars people buy and speak to them and they are happy, I did my time on Leyland, they had some lemons ! But I love some of the models ! If you don't know the facts stop ruining everyone else's fun, Casa.have not assessed the Jabiru engine failure issues fairly and if done properly they would have identified the actual issues.

The 7pm ABC news stated his record regarding previous Licence disqualification and stated he was not instrument rated also there was bad weather in the area. The people interviewed all regarded him as a good pilot.

You mean grass in the tally ho paper !

The Bristel with the Jab 3300 came with a planium fence set up and it was changed at Jabiru, there was a photo of it in a magazine with planium set up. and it belongs to Central west Flying school. Also a well known L4 at Cessnock played with a planium and fence set up I believe but changed it back I think.

Looks like I misread, I'm wrong again, hate that ! I carried a bike in my C172 years ago and was good at times.

Go to bottom of page for link to testing videos. http://jabiru.net.au/why-jabiru

At 100kgs, I would be looking for a much lighter option but might suit some, thanks for posting anyway.

Every time I look at a dollars I see less cents in it !

You are a strong willed person even to discuss this and I have a lot of respect for you, after I had a close call I never thought I would fly again and that was about 18 years ago. It is about reducing risk and being in control at the level you feel comfortable and don't let other dictate what to do unless they are an instructor or a very experienced pilot and know your capabilities. Good luck and enjoy ! don't forget to enjoy the view.

Hop in the washing machine and hit the wash button, I seem to recall feeling like that !

This is Willow Jerry can, has side and top handle with large cap. It's the one I like so far.

The people that have no fear do come to grief, I've been called a Woss for not flying in poor conditions but of those people that called me that some are dead from accidents and some just got real scared and don't fly anymore. It is very healthy to respect the weather and if you are a fair weather flyer then that's your choice and it is my choice if I can get fair weather but I'm not so lucky sometimes. I posted before on another thread about being caught in a strong wind and it was over 50 knots and 45deg to runway, seriously bumpy, my buddy was laughing and said he had faith in me, the hardest part of landing was getting to a place to park. I did a flight with a low hour pilot as passenger and he was afraid that it was the worst conditions including X wind he'd experienced, we kept doing circuits and he built up a little bit of confidence. It wasn't outside my or the aircraft ability but he was well out of his comfort zone, the fact I was with him was the only reason we were there.

Depends how tall you are ! No problem for me without ladder with Tanamai pump, before was a show with tool, ladder, funnel, towel, siphon and waiting. The small compressor I have works fine, I made a Anderson plug adaptor so I can plug in side of plane rather than drag another power source around.