skippydiesel

Each to his own - since converting to RAA, I would not have electric flaps, trim or spoilers. For speed of action, "feel", reliability and simplicity, go manual everytime.

Vans was/is the current big bore engine favorit but if you have an interest in economy of purchase operation (as I do): Sonex aircraft - seem to be particularly favoured in Victoria. Very advanced (composite) kits from several European suppliers.

Pipistrel Virus SW comes with a spoiler option - very handy for steep descents to a "tight" airfield.

Dean you're having yourself on mate - just check out the performance of each - Virus is independently verified - Faeta, I stand by their real world claims (having actually flown one). HP Cruise - Faeta & Virus around 135 Knots. FK 131 Knots (Similar) Stall - Faeta & Virus around 27 Knots. FK 35 Knots. (This is where the competition leave your choice behind). "Beg to disagree." Having flown in both high/low wings, I personally find the airborne cabine temps to be much the same - glare tends to be greater in the low wing.

I was. I take it by "roof" you mean blind or similar

Why? Looks much like the ATEC Faeta NG, slightly slower in HP Cruise and considerably faster/higher Stall. The Pipistrel Virus SW & Faeta have sub 30 knot stalls (about 8 Kn lower than the FK) - To me this is an important feature as: It means that in a crash, the crew are likely to not only survive but walk away - minimal/nil injury. Short Field capability is fantastic (not as good as a dedicated SF airfact) Terrific glide (not quite as good as a dedicated glider) to get to a better landing ground/thermal if you wish/stooge around at 40-70 knots without fear of stalling The Virus has Rotax two 80-100 hps options. The Faeta 80=100-115 hp options. Faeta 2-3 blade prop (ground adjust) and CS prop. The Faeta comes in a T tail (the one I prefer) and a conventional (NG) tail. The Virus comes in tail/nose wheel variants. Not absolutely sure - both are available as, factory build, very advanced kits, multiple option, base to luxury fit out (all have the same performance)

Okay - I did as I did asinstructed - all I get is the same as on the main topic ie the above words. I would like to see what FlyBoy 1960 has written to me but unable to do so.

I no longer seem to be able to receive/find/make private communication - please advise

For the Australian sun it's hard to go past a high wing. My choices are governed by cost & performance. I like to tour,so performance for me is cost /Nm to fly (not cost/hr). So far this has meant low wings, so I wear a broad brimmed hat with cutouts for my head set. I don't find bubble canopies to be as hot as most suggest, as good ground ventilation usually take care of most of the heat when taxying. Airborne there is little difference in cabin heat. If I had a bit more cash, I would probably go for the Pipistrel Virus SW - a high wing with similar performance to the ATEC Faeta. The beauty of the Virus SW & Faeta, are ultra low stall combined with a high cruise speed. This is an unusual combination, as most aircraft sacrifice speed for stall and stall for speed.

Spent a very pleasant couple of hours flying a C172 out of Okanagan/Kelowna many years ago - took a young instructor with me. He chastised me for not automatically using carb heat on descent.

Hi Dean What airfield do you fly out of? December is a long long way away - you could probably get an ATEC Faeta well before then - much better all round performance.

Bunnings Aerospace! 😈

I stand to be corrected: I repeat "......factory certified ...... this is not the same as being a Certified Aircraft." "No mandatory engine replacement at 2000 hours or 15 years True there is no "mandatory" replacement of the engine when it reaches its calendar/service hrs TBO and the aircraft may continue to be flown, with the engine subject to enhanced "on condition" inspections. However the aircraft will no longer be legally available for hire or reward, until such time as the engine is replaced/zero timed. ............certified aircraft (this is not an S-LSA) so the engine can run on condition after it reaches TBO of 2000 hours or 15 years calendar" I do not think there is a direct link between your factory certified aircraft & the continued use of an out of TBO engine. "........................being forced into E registration for this aircraft!" Nor has the E registration have anything to do with this. E registration is for aircraft that have had non factory approved modifications made (I assume yours has no such mods).

I thought you were in Canberra but when I checked your "Location YCWR", I figured you had moved to a more civilised 😁 part of the World. The ball is in your court my friend - how where & when will we do this??? No hurry - now that my engine temps are under control, I am attempting (on the second go) to paint my cowling -in the immortal words of Lawrence Oats. - "I may be some time"☹️

The big lesson I took from this video is pilot fixation - I could just imagine him willing that aircraft to fly, ignoring how long it took to get into ground effect/followed by a touch down and then a limited climb all the while running out of a very long runway. Pilot fixator is a real phenomena - (been there). To my thinking its way more dangerous than all the other factors that the pilot should be taking into account and doesn't.

Still no word from you - could it be one-on-one contact system not working Or this one not working???

Rumor has it (no name 😎) that the ASIC/security requirements for Parkes airport, will somehow be miraculously waved for the three day event (12-14 April 2024). Presumably, this will mean that the proletariat (otherwise known as THE PUBLIC known / unknown to Gov security services) will be allowed to wander around all those tempting little aircraft, ripe for hijacking and flying to who knows what mischief. Once again we have a demonstration of the irelavance & complete failure of ASIC (as applied to small regional airports). It's about time the whole stupid/irrelevant/ineffective/unenforceable scheme was permanently waved. FYI: Parkes Pilot Briefing - is supposed to be having more relevant/comprehensive information added before the event. With a little over two weeks to go, I wonder how much notice may be given. For fly-in pilots applying for a ticket; It would appear that attendees on Friday (12th) do not have a box to tick, despite a later "... planned arrival" on the same day🙃 "What days will you be attending the event? Saturday Sunday Are you flying in? Yes - I am flying in No Are you interested in under-wing camping? Yes No Fees and further information to be advised. When is your planned arrival? Friday PM Saturday AM Saturday PM Sunday AM"

Interesting thing happened in my quest for a prop balancing service; There is no service in Camden (my nearest airfield of significant size/many & varied aircraft) - referred to East Coast Propellers (ECP), Bankstown/Sydney. It seems ECP is the only such service in Bankstown, possibly the busiest GA airfield in Australia. They only service certified propellers, "...don't have the tooling for non certified" ???? referred me on to West Coast Propellers in Perth (crazy)

Okay -I will take you up on your generous offer (I hope your confidence is not misplaced). Now comes the hard part - how & when do we do this??? In case you don't recall - I am based at The Oaks NSW - you are at Cowra - I can fly in & do the job there - fly in and take the tool home and return - you might like the excuses (if needed) to fly to The Oaks - etc

You are without doubt, a gentleman & a scholar. My only concern, from what I have read, performing a successful balance takes some skill - it's not something that can be done well by just reading the instructions/viewing a few videos. Your opinion??

I would suggest, that every prop manufacturer, engine maker and aviation engineer, of any standing, would support the recommendation to have your propeller dynamically balanced. Aside from the obvious drain on the pocket, there can only be posative benefits for the propeller, engine, airframe, avionics and crew. It would appear, from the lack of responses to my enquiry, that very few aircraft owner/maintainers are actually having this work done - I wonder why?

FYI for those (very few) who might be contemplating a commercial prop balance - its likely to cost $400 +/- depending on time taken

"............certified aircraft (this is not an S-LSA) so the engine can run on condition after it reaches TBO of 2000 hours or 15 years calendar. No mandatory engine replacement at 2000 hours or 15 years or being forced into E registration for this aircraft!" I do not think this statement is correct. First it is not a Certified aircraft - this is a GA term/concept. It may be factory built and factory certified but this is not the same as being a Certified Aircraft. Certainly you may indeed be able to go past the 15 year/2000hr TBO to "on condition" (conditions apply) BUT as I understand it the aircraft can not be used for hire/reward, if this option is chosen.