Hongie

About 7 minutes :) that's the pro, the con is there is no space for more aircraft

not sure what exact question you are asking robert?

ah ok i see what your getting at

mackay777on this forum (egon) is a l2... he lives on the eton range, may be willing to go to proserpine

I think that's why he has it set ABOVE his stall speed?....

a lot of radios have a dual watch function where you can listen to both and set a primary to xmit on.

I think just calling on ctaf would be the go. Is your farm strip marked on charts? If so, it's my opinion that aircraft operatingoutof the cta should be monitoring ctaf if they are going to be operating in such a way as could impact your strip. Mind you, doesn't always happen this way, nearly every time I operate from palmyra, some ga aircraft will fly over with nary a radio call

What's the bracket off your right hand wing root mark? Is that an iPad mount?

shows how quick things can happen

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lol back to the topic guys.. and if the OP's question is in regards to the RAAus definition of HP or LP, S2.01 subsection 8 and 9. to paraphrase, any aircraft with a normal cruise of greater then 80 knots is deemed to be HP, and anything under 80knots is LP

good luck on your search mate... have you considered a savannah? I learnt to fly in a savannah, and its performance is simply breathtaking... took off the other morning, i was seeing 1300-1400 fpm climb (one up)! On the flip side, cruise will be lower then the Jab

I think they used an INS inertial navigation system don... Or maybe that was the early b1? Can't remember now, when I was 10 I used to be able to quote all sorts about all the NATO acft especially

You and me both Donny boy:)

Any links to it mate? Sounds interesting!

rotec?

love how nosedown under braking he can get it with out a prop strike.... gotta love hollywood

i cant help either... did you buy a morgan?

i may just have to come and visit you one day bushpilot

Thanks Andy, sending off today

who can I nominate as my proxy?

sorry whats asc?

I hope to buy my own within the next twelve months, for all the reasons cscotthendy outlined above.. It's probably a cheaper option long term to rent, but I want the freedom to fly where and when I want, including overnight stays if I find somewhere nice

no mate, i dont own a jabiru, and no, i wont be buying one, 'to make up my mind'. Seems a rather expensive exercise to me. My mind is made up (for now, see end of post), and i dont see why because you own a jabiru, you have taken my comments as a personal attack on you, because that is not how it is intended. But i stand by what i said. Especially with my luck, I wouldnt want to tempt fate (if something is ever going to go wrong with any product, it will be the one I get). I Appreciate your offer of a flight, but i must decline. I'm only dissapointed that I cant place my trust in Jabiru motors, becuase i would love to be able to support an Australian company. If you are happy to fly them, go for it, more power to you. Its like the old Ford vs. Holden, Nissan vs Toyota. Everyone is entitled to an opinion about a product... but ones opinion about a product means jack all about people who use it. And, you could be well right about problems being attributed to how the engines are being treated, but I cannot draw conclusions from that, not having 1st hand knowledge, or knowing the owners/operators of them. I can only go on statistics. I only wish I could actaully get some solid figures, and have the time to go through a pile of accident investigations. Im happy to be proven wrong, but until then, i will be staying out of jab powered aircraft. edit: to anyone who has access to figures, it would be great if you could compile a list, and populate a time/failure graph. also, does anyone know the failure rate of the 3300? I personally havent heard of many of them failing?

ok thanks... i figured it may be new as i couldnt find any refernce to it