seb7701
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Everything posted by seb7701
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Thanks JL - all info helps. Obviously I can only relate so far to certified WB and SB 582's and a quick jaunt in Wayne's 503 trainer, but the whispers I heard suggested that Mk1's were terrific. Still waiting to hear where that weight gets shaved from though, although I'm not sure it's no where detrimental. Lastly, I've heard about your super drifter- I don't think you could really get better than that combo.... Thanks for that.
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Interesting - I always wondered whether the inverted configuration was less desireable, but seems not to have made any difference... I think. How about 503's? What sort of lifespan can one expect? Has a 300 hour 503 got another 300 to go? What about rebuild costs for a 503?
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Looked like a magnificent bit of gear when he showed me which might as well be brand new. Enjoy! Unfortunately I won't be buying anything just yet....
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Yep, wandered around Wayne's hangar in Jan when he showed me the Mk1 Sports in the RAA mag for sale at present. Beautiful machine which has prompted my curiosity with the whole Drifter v Fisher thing. I want one...
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Bugger me - that's a big weight difference. I would love to know where the weight gets shaved, although I do know that Wayne is big on power to weight. Interesting comparison list - liked hearing your thoughts. Can you recall the main difference between the mk1 and an Austflight? Sounds very much like a Fisher is the way to go, particularly as they often seem a little cheaper being 19 rego's.
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Can anyone shed any light on the differences between good 'ol drifters such as the wire braced 503's and 582's when compared to Wayne FISHER's snazzy versions such as the Fisher Mk1's etc? I haven't heard much, but what I have heard would suggest that they are far superior if category 19 registration isn't an issue? Can anyone comment, particularly re strength etc? Needless to say, the long pods look terrific and he seems to get better performance, even on a 503.
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Considering 600hrs seems to be no problem, the 300hr limitation appears to be a little conservative doesn't it? As Bilby mentioned, on conditions sounds like a perfectly viable option I would think, particularly if it's good enough for the bog boys.
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Doesn't sound like you have room for any more hazard/hurdles on your strip!! I guess a few 'roos could spice things up.
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Unless there is good reason for powered approach such as conditions, etc, I can't see the point. All one is doing is adding risk by relying on something that can fail. If glide approaches are your regular thing then an engine quitting during the landing phase isn't really going to raise an eyebrow. Added to that, getting used to the peace and quiet during landings also makes the eventual forced landing more of a non-event. Trust me......
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I love the fact that he was driving through sea water in an expensive plane, but took the time to shake the sand from his shoes when getting in!
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I downloaded it from somewhere, I think probably the Tecnam website. PM me if you want an email of it. No sweat.
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Yep, taught the same way - glide it is!
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You probably have it already, but I have an electronic copy of the POH for the P92 echo if that helps...
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M109? If so, it's the perfect cross between cruiser and sporty! It's on the wish list...
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Now that looks like a rocket. Nothing beat the RZ500's etc when it came to arm wrenching zip! As honest as I can be, they need a track to be any fun. The only remaining 2 stroke of my dreams is a CR500E motard. Beautiful! Don't think it would like the highway though....
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Re the V Strom again, I wondered about the 650 v 1000 argument and actually found a website with a guy who had one of each at the same time and did a great comparison of the two. At the end, he kept the 650! Says something.
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O.K. guys - I'll see you and raise you as follows- Previous bikes- AG100 CT110 VT250 KLX650 WR250 XT225 TRX850 XR600 K100RS XJ900 CBR1000 Guzzi Le Mans 1000 Bandit1200 XL1200S sportster XR650R - current bike. As the others have said, bikes are great, but then I found out about this flying caper - now I have the greatest on going rivalry with myself. The planes are winning, but the bike fits in my garage.... For the record, I think a 650 V Strom would be about the best allrounder bike at present! Would love one.
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As the other fellas have alluded to, if you don't start in a drifter, you will be missing something in your flying career until you do and I have been telling those I know who have just kicked off flying a J160's and 230's. For me, learning in drifter then moving across to a J160 was like going from a manual car to an auto when it came to take off and landing. The flaps etc on the Jab was just like having a few extra buttons on the stereo. I can confirm that for me the J160 is a little more demanding than an LSA or J120 as it has a heavier and slower feel and less float etc when landing. If it means anything, I recently went for a fly in a Tecnam P92 which I found to be a piece of cake. The instructor commented that she has found that people whop learnt in drifters and the like make far better pilots that people starting on heavier stuff. Nothing the others haven't said, just my 2 cents.....
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Apologies if these has been asked, but how many hours have y'all managed to get out of your 503's and 582's? Whilst I know that most well used Rotax's can exceed the TBO by a fair margin, I have heard the odd story of Rotax's 2 strokes getting around with massive hours on them, sometimes untouched. Has anyone got some amazing tales of Rotax survival?
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Yep, and let's face it - as far as R&D is concerned, they would already have everything they need to make a successful entrance into the light aircraft market, particularly at the lower end, such as the 503 / 582 type replacement. There couldn't be much adjustment required, surely.
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For those who are interested, I just started reading the findings in relation to this incident which are available via this link: http://www.courts.qld.gov.au/SchollPH20090127.pdf The recommendations of interest/concern are these: 34. CASA should implement a system of maintenance release forms as used in the general aviation industry. 35. CASA and the RAAO’s should implement a system of mandatory recorded annual pass/fail Bettsometer tests in respect of microlight weight shift aircraft. 36. CASA and the RAAO’s should review current requirements for the keeping of aircraft maintenance records and develop and promulgate an objectives based Industry Code of Practice to ensure aircraft maintenance is properly undertaken, recorded and the record kept available for inspection. 37. CASA and the RAAO’s should review the situation where a Level One maintenance authority is regarded as competent to carry out personal aircraft maintenance.' Any thoughts?
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If he could get Kawasaki on board as a small aircraft engine manufacturer then I dare say that Rotx should watch their back when it comes to replacing the discontinued Rotax 2 strokes. I know where jet skis are concerned, Kawasaki were one of my picks, particularly with their track record and reliability.
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Yep, I forgot to mention the one bonus for a Cessna is that you could probably leave one parked outside for a lengthy period without an issue. I saw a 182 from one of the properties out here a while back - all looked normal until you looked on top of the wings, which had the flaking paint equivalent of barnacles on a boat's hull!! Ber she still goes like a treat.
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If money and availability weren't too bad you might see me go for a Cessna 120 or 140 for that classic touch, but in honesty, I'm not sure why the C150 would be a better choice than something like a lightwing or a Jab. Feel free to correct me, but it seems that a C150 burns about 25l/h for 95kt as opposed to say a Jab with 15 odd l/h and 100kt cruise. It would be like buying a Kingswood when there was a later model Comodore available for the same money. Unless you've always wanted a 150, in which case go for it!!
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Look forward to it.
