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I don't accept that. I live against three schools. I once owned a residence on an aerodrome. Many of us prefer activity as compared with a stiflingly quiet suburban street where you can't fart without the neighbour listening in, let alone have a "domestic" with the female co-habitor. The price willingly paid for each and every block of real estate transacted around Jaspers Brush at any time during the last thirty eight years has, one might reasonably think, included the purchaser's assessment, in dollar terms, of the positives and negatives of having the airfield in the neighbourhood. This sounds as if someone has made a financial bet on gaining advantage, and has backed him/herself to be able to shut the show down.

I think you have the right idea ratchet. Rod Stiff didn't slay the market by building another Thruster or lightwing. He knew that pilots wanted aircraft that were less limited in speed and range. He knew the vital importance of designing the product for economical repetition manufacture. Rod didn't blindly accept multi-strand control cables and the complexity of pulleys. Why join little bits of metal at great labour cost? Better to make a mold and use a readily available, well proven and easy to use composite. Dual poles on a single pole mechanism? Lets do it! Rod used an innovative series production plan , with each subbie putting up his own operating capital. As a result of his innovation, a punter can hand over sixty thousand or so at opening time at Bundaberg and be at Wagga by 4pm. To sum up... Jabiru produced the definitive cheap to buy and operate two seater....... by aiming higher. Low and slow, limited scope flying....real ultralighting, might well have a continuing appeal. I don't think its future will be based on the sailing boat structures of the past. Due to the continued urbanisation of farmland, quiet running electric powerplants seem like a fair bet. Bucketloads of corporate dough is being directed into elec. powerplant research. As an example, Lithium- Ion motorcycle batteries, new to the market, are almost weightless. Yes, they have problems, but there is a trend. I personally love two-stroke powerplants. Hell, I recently hotted up a DT175, no less! But..... the fuel burn of a 582 just isn't on. That is not cheap flying. I think the first job is to find a better powerplant, rather than accepting the easily obtained, barely satisfactory, obvious choices.

Special VFR. Available to chopper pilots operating over London?

What on earth are you raving about? Are you not aware of the student demographic we work with? Gimme a break.

G'day av8RR. W100 is not the stuff for run in. This could be where your trouble started. 100...without the W is the traditional aviation run-in oil and is recommended as such by both the Shell and Jabiru. W oil is ashless dispersant and is not recommended for run-in in Shell technical literature. I just fitted a brand new 2200 to our J160. After two hrs shake-down it went Wagga Ayres Rock return on Shell Aero 100. After that flight, in went the W100. Oil consumption is negligible and most of that is only spat into the catch-bottle. Cheers

R1340s are direct drive on most AT6s so your figures are for WIRRAWAY/CERES If you had said CERES or WIRRAWAY, yes they have the reduction and are easily identified by the large nose case and three blade prop. And yes, there have been exceptions in each case. One CERES tried direct drive, for instance. CERES/WIRRAWAY...chug chug chug AT6...brrraaaawwwww Same R1340 engine.

Your quote would be pretty amusing in another time and place, asic46. The fact that one of our courteous staff issued you a rego number does not take away from the fact that the organisation is not functioning as required, on a number of fronts. Your attempt to denigrate concerned and motivated members who are engaged in serious attempts to achieve real reforms and improvements is, I reckon, misguided at best. "The rot starts from the top" as applied to our organisation, means that it is reasonable for concerned members to apply enquiring and forthright scrutiny to those holding the key positions. It is easy to be "fat, dumb and happy" as a member........until the day you, the individual, strike an issue with headquarters. Might be an idea to dot the "i"s and cross the "T"s with that Thruster.

I've seen plenty of Jabs get tight when hot. I had one (2200) that could not be rotated by the starter-motor when hot.......very cruel on the start system. When cold it felt good. Anyway, the valves were starting to "hiss" so it was overhauled. I think the tightness might be crankshaft/through bolt related. Maybe your crankcases are fretting.

Anyway, I miss the days when pilots knew how to hold their piss and drugs. Geez, the rule was simple enough. If ya couldn't climb into the aircraft, you couldn't fly. Failed that test, myself, on at least one occasion. If you were lucky enough to fly a Sabre in the RAAF, as was a previous colleague, all ya had to do was put the mask on and go to full oxygen..... No more hangover. For an ag pilot, flying a long day with a hangover was its own punishment...

Priceless LOL Well spotted, David.

Maybe keep the oil level barely on the stick. Less oil will help. What about ditching the oil cooler for the winter months and simply replace it with a length of hose inside fire sleeve for insulation. OR.... Plumb in an oil cooler bypass valve.

And 10w/40 aviation oil is available....where?

Wondering if you should reduce wing bending loads by placing wing stand closer to lift strut pick up. Would be a shame to overstress your aircraft without leaving the hangar. :-)

"Time to spare, go by air." This means, if you don't have a flexible schedule, travel by light aircraft might be a poor or dangerous choice. To recieve reasoned advice, you would need to lay out your requirements. What length legs do you wish/need to tackle? Do you require to access short/rough airstrips? How much payload do you wish to carry? Can you afford (realistically) to operate such an aircraft? Lets say the engine blows up after ten hours into your ownership. Can you afford a replacement? Will you have time to retrieve a broken down aircraft? There is at least one aircraft currently advertised in the RAAus magazine that fits your rough requirement, but do you have the skill to handle it? Cheers

This is a deliberate move to reduce air safety. In the past all one needed to do was google say, Area 30 NOTAM and it was all there. It is airservices fault that many more will now fly without having accessed the NOTAMS. Safety info should be easy to find. Airservices has failed.

Well Turbs, its about countering what I reckon is misinformation posted on this thread by others. The law was written so as NOT to exclude low flying for fun. This was very deliberate, and was done so as to allow traditional ultralighting and rural work to continue to be undertaken. There was also the recognition that it was going to happen anyway. Thats how Night VMC came into being.....lots of people were doing it....so they put down a few sensible rules to facilitate the activity.

Bugga. Ya wise to me game, boingk.

"did not have a valid reason"............ Huh? and you are referring to which part of aviation law? In relation to ops governed by the RAAus, can you quote a CAR or some other instrument to back your claim, bearing in mind CAO 95.55. I think you will find that fun flying is a great reason (!!!) but the law does not, in any case, require you to have a reason, "valid" or otherwise.

Aldo. Please point me to where it says you can't go below 250 feet if having permission to do so from the landholder. Such a dizzying height might be considered adventurous or even unobtainable in a real ultralight. I always thought it was normal to have to climb to clear fences when enjoying a little sky...larking.

I've noticed that Jab 2200s often give a good kick and jump on the engine mount as the first indication of ice. This is quite unlike many aero engines in that it is sudden and unannounced. I could well imagine a pilot reasonably interpreting the jump as being an engine about to shit itself.

On 17 Apr 43, RAAF light transport aircraft, a DH-84 Dragon serial A34-47 with five persons aboard went missing. Last seen over Werombi Post Office on track Mascot to Wagga. The wreckage has never been found

Hullo Toby. Could I suggest you ditch the fantasies right from the start. STOL is nothing more than a marketing term from the USA (naturally). If you want short take-off, you won't be carrying a payload. If you want to land on a sixpence you will need something with big wings. Guess what...? That means slow. Slow means you don't get far on a tank of juice and a decent headwind will ruin your trip. Your friends will wonder why they didn't drive. Aviation is full of dangerous traps for unwary pilots and their unfortunate passengers. At this stage, the best thing to do is study your theory books and resolve to gain the maximum understanding of how aircraft work. Why not work your way through the John Brandon Tutorials? They are on-line, free and full of good gen'. Bargain! It is not advisable to think of building a kit until you have developed a well rounded knowledge of aviation. You need to understand the trade-offs in aircraft design so as to make reasoned decisions. Speaking of good trade-offs... Cessna 206. STOL when lightly loaded. Can haul a load under less than ideal circumstances. Has a fair turn of real, useable speed, without the wings coming off in turbulence. Good range on a tank of juice. Fixed undercarriage. Can be taxied through a gate. Plentiful. Good luck!

A possible reason Va is not marked is because of it being a variable. Still, I see no reason why the worst case figure or a range could not be marked.

Your runway is a carrier deck floating in a vast cold ocean. It is all you have. Look at your runway often and construct your circuit from that baseline.

Roy, Hopefully you can progress with the club or Pete Wilson, as they both sound like your best options. Regarding the lesser option of Wagga, we have two RAAus schools, these being Wagga Bike Tyres (me) and Wagga Air Centre. I use a J160 @ $170 per hr. for training. For more info. go to www.waggabiketyres.com The Wagga Air Centre uses a high wing Tecnam but I don't know their rates. www.waggaaircentre.com.au As Wagga (Forest Hill) aerodrome is a busy commercial hub with a diverse traffic mix at times, there is possibly greater emphasis on traffic flow and radio communication subtleties than might be required at Tumut. Feel free to contact me any time. My number is on the website. Cheers Fred