dlegg

Bastards...the good old days of leaving the keys in the car and the front door unlocked are long gone. They probably don't even know what a 296 is for. Security cameras are very cheap now, we should all have at least 1 pointing at our planes....

Yeah definetely just the wind lifting the right wing, as the plane has been pushed left the nosewheel has been forced to turn left with the weight on it, the nose wheel is directly linked to the rudder pedals, turning the rudder with it. Pilot has done a remarkable job, he has found the cross wind limitations there.

Dont forget to add in the cost of a FWF setup, also exhaust is not included so install costs can rise a further 10k plus. So at least 65k on a new install or retrofit.

Your temps are pretty good. Perhaps you might have to go one size up on the main jet over the winter.

It does look like engine failure. The prop in the vertical position is undamaged.

http://www.mglavionics.com/html/radios.html The MGL V6 radio has an inbuilt 4 place intercom. Great piece of gear

Don't you have to have a minimum 100 hrs as a pilot before you can do the 25 hr test period of the new aircraft?

Landing fees at Cairns airport will soon change his mind, I believe they are north of $300

I find it astounding this aircraft has a MTOW of only 450kg, yet has retractible gear, parachute, 2 seater, full leather upholstery, room for 4 airline bags, yet a stall speed of only 28kts and cruise of 165kts. Must be 1st of April..

I for one would not like to be in such a light aircraft doing 165kts in a bit of moderate turbulance western Qld way......

In 2016 council charged $105 for an annual landing fee. This year they charged $250. Can't wait to see next years bill...

Pilot dead in NSW north coast light plane crash

You might consider this modification to your plane. You will not have the problem you just had again. Oil cooler lines.jpeg.pdf Oil cooler lines.jpeg.pdf Oil cooler lines.jpeg.pdf

What you pilots are doing is just fantastic....thank you.

I have a Bruces cover from the US. US$375 + freight. Very well made. Zenith Zenair 601, 650: Covers, Plugs, Sun Shades, & more

It all comes down to price. A new Jabiru and FWF is by far the cheapest (new) and cheap to run and maintain. The European UL and DMotor Rotax etc cost can go into the $30k + regions.My Jab is flawless, burns 17 lph 98 premium, cheap for oil and filters, plugs etc. The 601/650 does much better on 120hp than on 100hp.

There was an auction last week of Camit's parts and equipment. Offers Invited - Camit/Jabiru Aircraft Engine Components

Thanks, I was racking my brain to figure out what he was in......

I used to fly from MKT near Darwin. 2 intrepid drifter pilots flew to the Birdsville races and back, took them a couple of weeks. They were suitably sun/wind burnt on there return. Legends........

My longest daily flight-direct, was 780nm, Warwick, Qld to Mareeba, Nth Qld. Flight was 8 hrs. A relief bottle is a must. Return flight was a lot more relaxed, took me 2 days:)

19 reg definitely being penalised. If your Jab engine is modified, why not call it something else? D. Appendix – Summary of recommendations 1) Definitions of configuration: Manufactured s/n range (4cyl) Manufactured s/n range (6cyl) Description Generation 1 22A0001 through 22A2067 33A0001 through 33A0960 Manufactured with solid valve lifters Generation 2 22A2068 through 22A3595 33A0961 through 33A2539 Manufactured with flat faced hydraulic valve lifters Generation 3 22A3596 and above 33A2540 and above Manufactured with roller hydraulic valve lifters 2) Where operational Limitations apply: 1. Generation 2 engines, engaged in, or have engaged in flying school operations with 3/8” through bolts and studs above 500hrs (engine time) of operation. 2. Jabiru manufactured engines modified using non-Jabiru manufactured parts.* * This would apply to a CAMit hybrid engine but not a CAMit designed and manufactured engine. Also applies to experimental modifications (solid lifters in hydraulic cases) and water cooled heads. 3) Where operational Limitations DO NOT apply: 1. Generation 1 and generation 3 engine configurations. 2. Generation 2 engines with 7/16” through bolts and studs (any operational type). 3. Generation 2 engines with 3/8” through bolts that have not conducted any flying school operations. 4) Mandatory requirements as a condition of normal operations: 1. All through bolts and studs, regardless of configuration are to be replaced prior to 1,000hrs of operation. 2. The Jabiru maintenance schedule is to be performed as per the manufacturers schedule. Of specific note within the current requirements of the Jabiru JEM0002-6 Maintenance Manual are: a. Oil and filter change (every 25hrs – Table 13 item 37) b. Compression or leak down check (every 50hrs – Table 13 item 18) c. Intake and exhaust systems Inspection (every 25hrs – Table 13 item 14) d. Permanent and temporary storage requirements (Paragraph 7.2) e. “Pulling Through” the Engine as part of the pre-flight inspection (first flight of the day as described in the Pilot’s Operating Handbook) f. Engine tuning per the current maintenance manual requirements (JSL002 configuration must not be used). Note: This list is not intended to trivialise any other maintenance requirement set by the manufactures schedule. All maintenance is to be performed to the schedule as a condition of unlimited operations.

That is the most sensible scenario for Australian aviation I have seen, ever. However, sensible and aviation are light years apart in Australia.

The Sportscruiser from CZAW is really just a sort of improved upon copy of a Zenith 601 series. http://www.zenithair.net/introduction-ch650/