HEON

My point is why should we have to get a PPL to do so...I will never own or fly a VH aircraft. Current aircraft has all required equipment currently in test time frame...just want RAA endorsement!

Thats what I thought. Comes back to what I said when you can see much safer area to fly over but cannot enter...them rules that we cannot be trained and enter suck!

After the call from ATC must admit I was a bit distracted with map to ground checking of position as initial thought was along the lines of "S... I must have stuffed up the navigation" when it sank in they were talking to me...I had not. Did not think of stating no PPL to see results, although as pointed out PIC responsibility not to do if not qualified. This was the first time for me around Coffs Harbour and now I have done it I can say that the current situation where we cannot get an endorcement to miss the tiger country such as this is an accident just waiting for a time to happen. I had gone up to 4500 and was keeping as far east as possible around the zones. A J160 I was flying with (no transponder) was lower and flew around the hills commented that he was quite wind effected by the NW_W winds. When the hell will the powers to be get off their arses and get it so we can fly safer! It is not a problem with ATC if my weekend expearance is an example of how they just want to help. The body responsible for air safty in Australia should attend to this air safty problem NOW...or do a few of us need to get killed first! (look how fast pilot tubes were changed by Air France AFTER the Brazil crash)

Today I went to the Kempsey fly in from Qld via the coast. While flying around Coffs Harbour was contacted that my corrent track if continued would see me enter the controlled zones (Transponder was on). This I knew and let them know my intention to track further west then decend prior to moving back to the coast under the height limits. Was repeated asked if I wanted a airways clearance to enter the restricted area(s) to continue closer to the coast. Said no it was not required as I was happy to continue as I was. Question: Was flying 24 rego aircraft and do not have PPL; was never asked if I had one. My understanding is that even if asked if I wanted to get a clearence, it would be a breach of controlled airspace if I accepted. Is this correct?

Oh please, oh please, oh please get the computer diagnostic system up and running. It has proven too hard in SEQld, and Flood's must think so to. Relates to a previous comment of mine when you seemed surprised when I commented on poor 914 support. In my understanding it is only way to fully check on turbo sensors...get it ...let me know...will visit!

Thought that by putting actual costs in my post most could come to a conclusion on where to go for one! There is a tendancy to under estimate freight costs from USA. Are you going to sell the fuel flow part seperately as it is the bit that stuffs up?; not the gauge normally. Any one using one SHOULD add (additional) fuel filter just beside inlet. As for "Buy Australian"...you were not there in November!

Purchased one on 4 Nov 09 via Aircraft Spruce at US$293.95. Total at my post office US$346.32 (about A$372). Can be purchased at around US$270 from other locations but I have never had a problem with Aircraft Spruce so tend to use them.

I dip my lid on the landing...seems to have been controlled as far as possible into the crash. As for the comment on the stupid location of important switches I can only agree that lack of thought is quite common. On my Rotax 914 the turbo switch is located so the knee can hit it and turn it off while you get in. Having 80hp instead of 115hp on take off can get your attention quickly...now in red on check list!

A standing lady to recunbent...in my youth it normally took booze;)

Shooting is the art of solving problems without taking the skin of your knuckles:laugh:

Insulting posts...my attempt at a light hearted comment! I said I used a (very) simple basic backup GPS to get last light, the type which is very simple to use and aimed at "hunten,fishen,and shooten" types. That is only basic info included like; sunset (can I see iron sights?); moon phases(good fishihg?) etc...no need to calculate the required escape velocity to get into orbit at your current location! As some could think I was implying that this group could only use a simple GPS I said no insulting posts (required) as I was one that fitted into that group myself..... Made sense to me at the time

Fugawi is a programe linked to touch screen on which you can load all charts (vnc,vtc,wac,pca,erc-l etc) and GPS location marks position on chart which scrolls as one moves. Can be set to automaticly change between wac's as boundary crossed, or select larger/smaller chart as you cross boundaries(wac-vnc-vtc or reverse)...nice to have. Lightwing Speed 2000 costs around $125,000 with 912 basic. Talk to Howie at Lightwing. The one in RAA mag is mine and is a long way from basic...only real option not in it is a co-pilot to suit the desires of pilot! As the saying goes, everthing (price) is negotable!

Thank you turdoplanner for your detailed reply. I think you have stated three things of great importance; inform the customer of potential for price variations don't pad your price be honest You have answered skeptic36 also I think. Situation for something sitting on your floor quite different as the unknowns have been removed. I have a kit on order for stock which I have paid 50% (thus know actual cost) but 50% due when ready to ship (thus exchange unknown). Currently still quoting in US$ with note on GST liability, freight etc. Only when that second final payment is made (including any factory price changes) can I quote exact A$ price including GST,with note on freight etc EXPECTED costs. When on my floor, and only then, would the quote be to the exact cent PROBABLY with a time for payment clause. Any other way you could make, or lose, a lot!

Point taken Maj Millard on "latest" GPS. I actually use my back up GPS I carry which is very basic "hunting,fishing an shooting" type...designed for that market! (no need for insulting posts...I is one myself)

OR, punch into your trusty GPS time of sunset at current or proposed location! Love that technology!

While I agree with the general thrust of this forum there are some problems for large long lead time low volume items. For example: I am currently importing aircraft from overseas which are sold to me in US$ with a considerable lead time and three percentage payments on order, 60 day, and when ready for shipping. Since I have no idea what the exchange rates will be on these three dates, nor the actual fraight rate or port costs when shipped and actually arrive at my hanger, there is no way I can quote a A$ price including GST, WITHOUT ADDING A LARGER MARGIN to cover the unexpected. I do not consider this satisfactory. What I do is quote a price in US$ and state to a potential purchaser: convert to A$ using the exchange rate you think it will be remembering to factor in the Bank's percentage; add 10% for GST; then add a average figure I supply which I have obtained from two Companies as an INDERCATION of expected freight and port costs likely to be incured, noting you may only have to pay half if another aircraft is ready to ship in the same container (ie. container can hold two). Allow for minor other costs (ie. RAA aircraft rego). Due to these variables without an explanation when contacted by an interested party, a price such as "FOB at factory" is meaningless. Another area that prevents a firm price is if the purchaser wants their own avionics or other items fitted which are not in the standard aircraft or on the option list (thus in US$ which can be included in the initial conversion). This prevents the firm pricing even after adding a larger margin as the cost of the item changes so much due to the exchange rate (look at advertised prices of Garmin 296 GPS's for last 12 months!) and fitting costs can change even more!. While "drive away, no more to pay" sounds good the only way to do it (and remain in business) in the situation I have described is to add a suitable (LARGER) margin. Please, if there is a better way for the situation I have described, let me know.

As wags says try him. I just did and will be changing from current broker who "is to busy"

Have just been through this! Total hours, RECENT yearly hours, and type of use VERY important. Personally found recent NO DAMAGE emergency landing a help even if insurance had to pay recovery (around $10,000 last year). A good price for $100,000 hull would be around $3,000 including tax etc ($1500 excess). Thats around 2 1/2% of hull.

Would the 172 I saw a couple of months ago parked missing the complete LH wheel as it had hit a (BIG) bird in flight also require a throttle lock? Probably! some one might just steal it....the law is an ass

Surely ladies and gentlemen the fact is that the Body that gives us our authorty to fly rule is DONT SPIN Either accept that rule or leave the control of that Body No it's, no but's, no hair splitting!

You can hardly get a new 4x4 for the cost of 120. Much more fun and the old LSA's landing difficulties solved. If only a bit more fuel (although ways around that). They should be selling heaps more. Beleave 230 is the biggest seller now.

Excluding RAA policy, how about product liability? In other words,regardless of how you did it, after the wings come off and you hit the ground, don't come and say it was the Jab's fault:laugh:

Big fuel tanks (100+L) seem to be the only way to travel. Makes the issue of legal load very important. Any aircraft that cannot carry 250+kg total is rearly not a 2 pax touring machine!

I was born in Kempsey and can remember flying into it from Sydney boarding school by DC-3 (Buller Airlines???) when floods had closed the north coast rail line on several occasions. It was then stuck out in the bush. Went out there a few years ago to have a look at it and was astounded by the urban development out that way. Is that the problem? The trendies building near a airfield and, shock/horror, it has aircraft in the area?

Helmets very good on motorcycles and I have personally destroyed three while riding (crashing?) with only minor damage to their contents...in my opinion! With the increase in weight of the head when helmeted there has to be a rethink of seating to prevent neck injury if warn in aircraft. For instance, Jab seats have no support for the head or upper back which could result in greater whip lash/neck injury. Therefore think the value of helmets is limited without the whole cockpit situation being rethought.