JayKay

Apologies airsick, I misread the model number of your GPS. The Unit Software for the 295 is Ver. 2.50, as of Dec 11, 2003. The original firmware has never been updated by Garmin so that's not likely to be the problem. Try removing the memory card and battery, then connect to external power and see if it works. If problem persists, then the unit may have developed a fault. In that case a hard reset may be an option before sending it off for repairs.

What version of Unit Software (firmware) are you using? Version 5.40 was released on 26th June 2008. However, 30 seconds won't give you enough time to upgrade the firmware. Is the unit indicating that external power is getting to it? (trying to eliminate a possible faulty power lead). When did this problem first appear? Can you reproduce the problem in another environment? (eg. your car)

I use my Garmin 296 in the car. I've got a 512MB RAM card onto which I loaded City Navigator Australia 2008 (you only need the 256MB card for this). I also have the Car Power Adapter with Speaker built in. I use a RAM suction mount to hang it all off the front windscreen. It works very well. A nice female voice gives me directions which I often ignore, but she doesn't complain about being ignored, which in my limited experience is unusual for a woman. Therefore I've grown quite fond of my Garmin 296 car navigation system - much to my wife's incredulity. The feature that I particularly like about it is that, when flying, I can pick a specific address in Automotive mode and then switch to Aviation mode and fly directly to that waypoint. Fantastic for flying over your pax's house or farm. I've done this with a number of pax's who could not recognise nor navigate to their own property from the air! If you ever get geographically challenged whilst flying, you can switch it to Automotive mode and zoom in to any street level in Australia to find your way. Saves you having to fly low to read the road signs. (Now that puts a new dimension to 'Fly by Road/Rail'! Note: If you ever do that, make sure you choose 'off road' guidance so it doesn't literally try to navigate you over roads). I'm not sure about the good value bit for use in the car. Specialised car GPS units now include touch screens which probably make it easier to enter address information and because of competition and volume sales they are relatively cheap (including the street mapping software). The other problem with using a Garmin 296 in the car is that it is an expensive piece of kit in full view - thus an easy target for a smash and grab. I've built a little hood for mine which keeps it out of the sun and hides it from outside view. Conversely, many specialised car GPS units don't work well in aeroplanes. If you need a dual purpose GPS then you're better off using an aviation GPS in a car than trying to use a car GPS in an aeroplane.

Each microlight aircraft is certified and registered to carry a maximum weight (MTOW). The total weight of the aircraft + fuel + pilot + passenger + anything else it's carrying cannot exceed the MTOW as documented in the aircraft's Pilot Operating Handbook. Therefore your weight is not the issue, it's the total weight that matters. The aircraft will be able to fly safely at or below its MTOW. Having said that, another general rule is that for a given power setting a slow wing will provide better lift than a fast wing. So as long as you fly at or below MTOW the lift won't be an issue. You just have to decide whether you want to fly faster or slower, how long it takes you to get to places you want to go, and how much it costs you per hour to operate each wing+engine configuration.

I remember reading some time ago about the possibility of exposing parts of a microlight wing to sustained -ve G loadings under reasonably normal flying conditions. From memory, here's the scenario: As we all know, a microlight flexwing has washout built in to the wingtips. The purpose of washout is to ensure the nose tips forward as you approach a stall. Let's say you're flying straight and level and begin to push the bar out. The AoA of the wing root (main centre section) increases above 16 degrees and in begins to stall, however the wingtips have washout (lower AoA) therefore they keep on flying. Because the wingtips are behind the CofG, as the root of the wing stalls, the wing will naturally pitch forward, increase speed and begin to fly again - all good. Now consider the opposite situation. You are flying straight and level, apply engine power and begin to pull the bar in to speed up. The AoA on the root of the wing decreases and your speed increases. If you have a powerful 912 on the back you can pull the bar right in to your gut and really speed things up. You might even decide to do this in a shallow dive to give you that bit of extra speed. In this situation the AoA of the root will be very small but the built in washout of the wingtips may have put the wingtips into continuous -ve G as they are now pushing down! Now consider the scenario where you fly into turbulance. A natural reaction might be to pull the bar in to speed up so you can 'punch through' the turbulance and reduce your exposure to it. This may place the wingtips close to (or maybe into) sustained -ve G's with turbulance added on top. Suddently we might end up with wingtip failure due to -ve Gs without ever attempting loops. Anyway, I remember reading that explanation somewhere and it sounds like it might be possible. I'm no expert so I'll open it up for comment ...

Give Dianne a call at Punkin Head Air Sports on 0429 938 426. She made my covers and they are great! Here webpage is http://www.punkinheadair.com.au/

I own an XT-912 which I bought new from Airborne in Feb. 2005. It has the same problem. I can't get the engine revs much above 5000 rpm. I spoke with Airborne at the time and they told me that I probably set the pitch of the propeller incorrectly. I checked it together with my Airborne dealer and found it to be correct. I am glad you guys have found this as I will also be having a chat to Airborne on Monday! This may have been going on for some time. I wonder how many other XT-912s are affected. Also not impressed!! John