SilverWing

The pump was fitted by the factory. At the time it was fitted during manufacture - over two and a half years ago - they would agree to do so if the customer demanded. Their suspension of the pump as an (unlisted) option or approval of local installations was only announced following this problem.

My sympathies lie with Geoff and Julie - while I have been aware of the incident from immediately after it happened, Geoff's recounting really brings home what it is like to face such a potentially life-threatening in-flight emergency. I am full of admiration for his cool head; if anything like this ever happens to me, I hope I can respond in a similar way. I also hope Julie, his wife, will soon be able to get back in the air, as this was an incredibly rare incident. As several people have commented, Geoff is probably one of the safest pilots around and one with real-life emergency experience to his credit. All factory built Foxbats have aircraft grade wiring. In the case of the Facet 'solid-state' fuel pump, the last few centimetres of wiring are automotive grade wire, which is impossible to change without damaging the sealed pump. The factory wiring diagram clearly shows that the pump should have been wired through the spade-style fuse board. They are investigating how it could have happened that it was not. It is also curious that the smoke developed after the pump was switched off and so far, investigations have not confirmed for certain how this could happen. The Aeroprakt factory has always advised against the use of auxiliary electric pumps, arguing that they are not necessary in the Foxbat, where the gravity flow is plenty to keep the engine running. So far as I know, this aircraft is the only one in Australia to have had an auxiliary pump fitted and only one of a very small handful world-wide. At the present time, the factory will not carry out or approve further installations of auxiliary electric pumps until they are completely satisfied as to their safety and reliability. Thank you, Geoff for your candid and objective report which has lessons for all of us.

No problem. I have always liked the Glastar - a friend in Queensland had one and he gave me a lift home from Foxbat ferry deliveries on a couple of occasions. I also like the Sportsman - but price is way out of my league....

Hello thread followers - Peter at Foxbat Australia here. Maybe a couple of points of clarification would be helpful. The A22LS 'Foxbat' has a Y-stick with electric elevator trim as standard. Because of the ergonomics and the position of the Y-stick, having a manual trim lever with the Y-stick doesn't work. The twin Cessna style yokes are optional and, to help minimise the extra cost, they come with a manual elevator trim lever. Electric trim is available with the yokes but so far in Australia, no-one has ordered it. The manual trim is much quicker than the electric when used during landing approach. However, due to its much lower gearing, the electric trim is easier to get straight & level hands-free flight in the cruise. Regarding the hostilities in Ukraine - the factory is just to the west of Kiev - close to 1,000 kilometres away from the separatists. In the last 18 months since the problems began, I have delivered 19 A22LS in Australia and many thousands of dollars worth of parts. I think the factory is determined to show the world that they are in no way affected by what's going on in the east of Ukraine and their service has been impeccable. Concerning spare parts - much of the aircraft - engine, propellers, instruments, avionics, wheels, brakes, tyres, nuts and bolts etc are all available from USA and Australian suppliers. It is really only certain airframe parts which are factory-specific and all of these can be 're-manufactured' by a competent aircraft repair shop. Some airframe parts can also be sourced through component suppliers - eg windshields, door transparencies etc. At any time, I hold several thousand dollars worth of spare parts - except for engine parts, which are available through the local Rotax importer. Any problems, just call me. Search for Foxbat Australia on this site for details. Hope that's helpful!

About 10% of the 145 or so Foxbats in Australia were factory-fitted with ballistic rescue parachutes, so it is quite likely there is one near Sydney.

Regarding fitting a ballistic rescue system to an LSA-registered Foxbat in Australia: the price of a factory installation during manufacture is A$5,725 including GST. This is a reputable USH Magnum Czech parachute, used on many ultralight and Light Sport Aircraft. Retro-fitting is theoretically possible but requires removal of the wings to install the rear brackets for the parachute harness and (awkward) installation of a carrier frame behind the passenger seat for the chute and rocket. You'll also need to cut a weather-proof hole & cover in the top of the fuselage above the rocket & chute. So far the factory has only installed the USH system, so that's probably what they would approve. I'm guessing, as I've never supplied one, but a retro-fit USH kit would likely be around A$5,000 plus shipping & GST. I'm not aware of any Australian based system. However, the USH 5-year parachute checking and re-packing can be carried out by any licensed parachute packer. The 10-year rocket inspection and service has to be carried out by a suitably qualified engineer - are there any in Australia? Returning the rocket to Europe or USA is difficult (read expensive) as it is classified as 'dangerous goods' and has to be shipped in a metal box capable of withstanding the explosion & fire if it goes off during transit. Some carriers will not transport them. Sometimes an easier (read less expensive) answer is just to buy a replacement rocket - we can ship them in special boxes inside shipping containers (with new aircraft). Then you'd have the joy of disposing of the old rocket.... Finally, all installation work must be signed off by a suitably licensed engineer and the details entered in the aircraft logbook.

Hi Phil - yes, I, Peter, am the Foxbat agent in Australia, since late 2001. I bought my original Foxbat - serial 030/UK 003 (originally G-XBAT, then VH-VPH, now 28-4163) - through Gordon Faulkner (whatever happened to him, by the way?). I was never part of Gordon's business and I am aware that Ray Everitt at Dragon Aviation took over from him quite a while ago. Mine was the third one Gordon sold in UK, which I brought to Australia in mid-2002, and it is still flying, somewhere in outback New South Wales. Since then, I have sold over 135 A22 aircraft in Australia, including 2 kits and 2 amphibs. Also about 6 others in New Zealand, Indonesia and Philippines. In the early days, the 450 kgs gross weight limit was a real obstacle but since the introduction of the 600 kgs LS version in 2009, sales have been strong. I also used to handle the Evektor SportStar (a heavier, LSA version of the Eurostar) and there are around 55 of these in Australia. It's a very good aircraft, thought by many aero engineers to be the best built of the LSA types. Unfortunately, I just did not have time to look after both Foxbats and SportStars, so parted with the SportStar agency a couple of years ago to concentrate on sales & service for my first aircraft love - the Foxbat.

Hi Birdseye - Peter at Foxbat here. As a GA pilot, you might prefer the twin control yokes and centre T-throttle/brakes option on the Foxbat. The yokes are geared slightly differently from the Y-stick and as a result, the aircraft feels a bit more 'solid'. Pilots from an ultralight/recreational background seem to like the Y-stick better. Currently, the proportion of Foxbats ordered with sticks or yokes is about 50:50. Hope that's helpful - give me a call if you need to chat.

Thanks for your comments Downunder. And thanks to several others for alerting me to the earlier posts which started it all. I appreciate the support and agree - it's better rumours are out in the open and either confirmed, clarified or rejected quickly.

I'm away in Europe at the moment - including a visit to the Aeroprakt factory in early September. This rumour is complete rubbish and whoever started it should be ashamed of themselves. Maybe the fact that there's nothing on the internet should have rung a few warning bells. Duh. Or maybe it's just a competitor.... I currently have 6 aircraft in the process of manufacture and delivery and the factory continues to supply spares promptly. The 'Ukrainian war' is almost 1,000 kms to the east of the Factory location near Kiev. They have been unaffected by hostilities. Maybe a call or email to me would have cleared things up immediately - but maybe this wasn't the intention? Peter at Foxbat Australia

Morgan Aeroworks - I'm not sure if this unprovoked rant is directed at the SportStar, or its successor, the Harmony. As it's appeared on this thread, I guess it must be. However, it's completely ill-informed, highly subjective and totally wrong in content. A few facts to spoil your day: the SportStar/Harmony has been physically tested to at least +6 -3 G and in fact considerably higher limits via computer modelling; I am completely unaware - and so is the factory - of any fuselage cracking in the aircraft; the SportStar/Harmony is constructed in a GA-licensed production facility and uses only aircraft quality materials, including all the nuts & bolts; the SportStar/Harmony has no cap screws, if these are present, they were added at a botched repair here in Australia. It is a ridiculous generalisation to say that 'Many imported aircraft just are not built to our structural standards' - just as it is to say that 'many Australian aircraft just are not built to international standards'. In fact, many imported aircraft are built to standards which are considerably higher than Australian standards, and vice versa. Get your hand off it and stop trying to spread such rubbish - it will not only damage yourself but also the whole market we are in.

Hours not wrong. Aircraft sold, as was, where it was. Needed rubber replacements and a few other items maintained/replaced. Now happily flying again.

Get the full background story here: http://www.foxbat.com.au/newsletters - select November Should answer all the questions

Small note of clarification - Some but not all early A22L Foxbats had return lines to the RH tank. No A22LS (Light Sport version) has a return line - EXCEPT those with a 912iS injection engine, which have two return lines - one to each tank. Yes, read the POH for your aircraft!

A word of caution - under Australian regulations, any change to an LSA (eg the A22LS Foxbat) requires a factory Letter Of Approval, certainly for changes such as those described above. This approval cannot be given by a Part 21 engineer (previously CAR35) or any other individual or organisation, unless the manufacturer is out of business. Similarly, a Type Certified aircraft (eg the A22L Foxbat) can only be modified with the approval of a Part 21 engineer or by an amendment to the Type Certificate/Type Data Sheet for that aircraft type. These requirements are in place primarily for the protection of the pilots/passengers in these aircraft. While I accept that no manufacturer is perfect, I have no other reports of engine stoppages in the Foxbat due directly to a problem with the fuel system itself, either in Australia or other countries. Running out of fuel or turning off fuel taps - yes. Carburettor icing - yes. Very rarely really dirty fuel - yes. I have heard several speculations about the cause of the engine stoppage in this aircraft. I will not/cannot comment on any of them and it may never truly be agreed and accepted. PS - you can see the fuel filter in the A22LS Foxbat from at least three angles - through the glazed side of the aircraft (if it has glazed sides), through the gap between the passenger & pilot seats, and, as recommended for the best view, by lifting the passenger seat up. Unless the fuel filter has been moved.....

Admin submitted a new Showcase Item: Aeroprakt A-22 Foxbat Read more about this showcase item here...

My favourite easy to fly RA Aus machines are the WB drifter and the Foxbat, but the Foxbat has a veeeerrry weak nose wheel, but beautiful to fly. I cant comment on the Gazelle as I have never had the privilege of flying one. Interesting comment on the Foxbat nose leg. As the importer, I haven't supplied many replacement nose legs - maybe they're stronger than you think?

The problem with in-flight adjustable props on LSA aircraft has only recently (early 2013) arisen following CASA audits of RA-Aus. In the past, and in good faith, several 'CASA Authorised Persons' have signed off many dozens of LSAs with in-flight variable props on the basis that, as there was no published ASTM standard for in-flight variable props (as there also aren't for brakes, tyres, etc), the OEM aircraft manufacturer could issue a Statement of Compliance for the whole aircraft, including the variable prop. Unlike the USA, where in-flight adjustable props are not allowed under LSA regs, CASA/RA-Aus specifically allowed them - as stated at presentations and in writing before the LSA category came in - in Australia right from the start. The very first LSA ever registered in Australia was an Evektor SportStar, in early May 2006 - fitted with an in-flight variable prop. Believe me - the CASA Authorised Person went through everything with an extra fine tooth-comb before signing off the first LSA in the country! Now CASA/RA-Aus are saying in-flight variable props are allowed, but only if they conform to an 'acceptable standard' and that it was a mistake (by who?) that ('un approved') in-flight variable props were allowed from the start. At present, there appears to be no standard 'acceptable' to CASA/RA-Aus. Surely if any cost is involved it should be borne by CASA/RA-Aus for (a) telling everyone in-flight variable props were acceptable from the start, (b) sanctioning their 'Approved Persons' to sign off the aircraft with them fitted and © renewing registrations of aircraft fitted with in-flight variable props - in some cases at least 5 times. I can't see it's the manufacturer's fault for doing what CASA/RA-Aus told them they could do. Ditto the importers. Ditto the owners.

The SportStar was indeed the very first LSA plane to be accepted in Australia - by a team that included a CASA representative - Rick Koch - and a highly qualified 'CASA approved person' - Alan Jupp. Believe me, these guys went through the details with a fine tooth comb for almost 3 weeks before they finally approved the aircraft. It had an in-flight adjustable propeller, as does about half the current 60+ SportStar fleet. We understood that if there was no applicable ASTM standard to a particular part of the aircraft, then the manufacturer could 'certify' those parts with the plane as a whole. The VP/CSU prop came under that compliance process. ASTM standards do not cover wheels or brakes either. Maybe we should remove them from all LSA aircraft? There may be a light at the end of the propeller tunnel as EASA has just approved a VP/CSU prop standard for LSA aircraft - CASA has a track record of accepting EASA standards without a problem. Provided the prop maker can state their VP/CSU props comply with the EASA standard, then presumably CASA will also accept them.

See: http://www.abc.net.au/news/2013-02-07/two-killed-in-victoria-plane-crash/4507478?section=vic

Links on this and RAAus website do not work - any ideas?

Doug - nice video, great music! Don't listen to all the negatives about the sound!

There are no less than 7 directable airvents and an opening window in the pilot door. Even in Melbourne 35 degrees it was OK. Can also be flown with top halves of doors removed - have done this for a little aerial photography outback.