Flyer

Redair try to get a fly in an RV. You will understand the RV grin. I notice you're in SA. Have a chat to Jon Johanson (3 times round the world in an RV4). Check him out at http://www.flymore.com.au/ Make a list of what you want in a plane and a budget to go with it. it will help with the ultimate decision. You will also find, like your first house that after you've bought it, there will be things that you want different... regards Phil

that be short stuff for sure Regards Phil

Redair Go to the Vans aircraft site and have a look at the Vans RV12 prototype. http://www.vansaircraft.com/public/rv-12int.htm It is a kit, all metal construction, rotax912 powered, cruise at 110knots, low wing and comes from one of the most sucessful kit manufacturers in the world. It was due to to be released late last year but hasn't happened yet. I'm waiting with bated breath...it'll be great if the other RV's are anything to go by. Regards Phil

Hi Matt thanks for the info. Will give Adobe a bash because I'm dead set sick of Pinnacle Systems. I'll see how I go getting one of them clamp things.. Regards Phil

Continued VFR flight into IMC (enroute weather management), running out of fuel enroute (planning technique) , breakups over mountains caused by windshear (failure to understand the weather), low cloud (failure to deal with weather as it really is), CFIT (not paying attention and I'm sure a myriad of other reasons), getting lost (planning and heading hold) etc, etc..... Sitting at altitude enroute trimmed out is a requirement to becoming and remaining proficient. I feel that both aspects of flight are equally important and as such I will stand by my answer and say both pilots are current. Perhaps I have missed the point of this thread maybe..:;)5: regards Phil

In answer to the above...Both. The pilot who has put in a heap of circuit work will be good at low level work and getting the plane up and down. ;) The pilot who has just spent 3 hours at 8500' (8000' is an IFR level :big_grin:) is working on his cross country proficiency, heading and height hold, in flight judgement, fuel management, weather management etc etc. My 2 bobs worth... Regards Phil

Hi Matt and Kaz Just a couple of questions now that I've actually read the report ;) and stopped drooling over the photos:blush:, what video editing software do you use to edit your videos, what is the clamp setup for the video camera and does it mark the dash ? (maybe a close up photo perhaps?:big_grin:) and 1 last one....what is the tas of your CT4? Sorry for the barrage of question, just curious...:big_grin: Regards Phil p.s. great trip report...and did I mention I love the photos ?;)

Does the Jabiru or Rotax motor not have impulse mags? I'm showing my lack of knowledge on engine types here... regards Phil

I was taught to treat ALL props as live and shaped like an axe. Pulling a prop through was regarded as unneccesary and somewhat dangerous. I also learnt on GA (Piper Warriors) type aircraft. Curious to see people pulling props through and comments like " but instructor reckoned you would be battling to pre start a jab 2200 motor by hand even with switches on," Scary..... Regards Phil

Love the pictures ;), must read the report next :big_grin: Regards Phil

Happy New Year Everybody This also includes QLD, NT,SA and WA.;) regards Phil

Dont be so sure on this one Ozzie. We use LiPo (lithium Polymer) batteries in our model aircraft. A 2.2aH 3 cell (11.1v) battery can generate, and has done, a big enough fire to burn a landcruiser flat to the ground.:yuk: Jump onto google and check out lithium fires. :;)2: Not pretty and just as volatile as a fuel fire with the added bonus of being electrocuted as well. DC power takes NO prisoners and nor does AC for that matter but may be more forgiving under certain circumstances. Know the rules of the game that you are playing and exercise caution. If you're building an electric plane though I'm keen to have some involvement perhaps ;);) Regards Phil

These ones may be fake BUT they arent far from the truth and it is after all posted in the jokes pages...;) Now the serious bit.... look at some of the law suites that almost put Cessna and Piper out of the aircraft game forever...... Regards Phil

It is a great photo. I'll third the above suggestions. George wins. Well done mate....;) regards Phil

:;)2::;)2:;););):confused::confused: Makes you wonder............ Regards Phil

Errrr yep. I'd have to agree with that. With those weights, you're about 40kgs under max. Definitely helps the climb that's for sure. I still manage a positive climb rate in the J160 but it's not good at max weight when its hot. The performance (or lack there of) is very noticable especially after hopping out of a Flysynthesis Texan that climbs like a homesick angel ;);) The jabbas are fun to fly though :) regards Phil

You've got 50kg of fuel on board Geoff, what was the combined weight of the 2 pob ? regards Phil

Launceston ? by any chance? last time I was in there was as a passenger in a DC9 in 83! I distinctly remember that dip in the runway though.... Regards Phil

Since the death of our forum mate Browng a few days ago, I have been thinking about all of the accidents recently. What caused them? Were they preventable? What can I do to make myself safer? What is in my control? Preflight briefings. (EFATO) Radio operation. Preflight checks. Ability to ask questions. Practice. Given the list above I now resolve to 1. Always do a thorough preflight inspection. 2. Always do a preflight briefing (EFATO) that sounds like this: a) should the engine fail on rolling, shut throttle and apply required braking b) EFATO after lift off below 700' immediately lower nose and get best glide, select a field straight ahead or at worst no more than 30deg either side of nose...no turn back ! c) EFATO above 700' keep eyes open, should be on crosswind, return to runway may be an option. Get nose down and keep best glide speed. engine failure checks. 3. I will always use the radio to alert others of my position. 4. If I dont understand something I will ask questions regardless of how stupid they might be. 5 Apply the rules of 3. At a minimum every 3 months I will do 3 forced landings, 3 stalls, 3 EFATO's on climbout (at a safe height, say 3000'), 3 precautionary search and landings and 3 circuits. I will grade myself accordingly. Bare in mind that a self grading that is glowing and not in line with what you have achieved is only kidding yourself!!!:;)1: Hopefully this will help me out when something is out of my control such as a major engine expiry..;) What will you do to make yourself safer?? :;)5::;)5: Regards Phil

I thinks you mean 135 litres not gallons there Graham;). Experience in the J160's at Tooradin on a warm day with 2 big blokes in it and the climb rate almost seems like a product of the earths curvature...i.e not very good at best...:yuk:. The cure is the J170..same 160 fuz but a J230 wing. Better lift on a hot day. The LSA on the other hand will climb like a homesick angel as it has the same power (I refer to the 2.2l 85hp motor here) as a J160 but is a 100kgs lighter. I normally see about 90-95knots indicated at 2800rpm in the J160. I have found the ASI under reads slightly. Also a little quirk I have found with the J160 is that it will sometimes fly itself in a slight sideslip configuration. Just have a good look at the slip ball and make sure it is centred and not out by half a ball. Regards Phil

And unfortunately still goes down as one of them "ultralight cessna things" that just fell out of the sky. 'Must be dangerous' and 'Wouldn't get me flying in one of them things' seem to be the common sayings around lately..... We are all tarnished with the same brush... How much attention do these incidents generate from CASA? and what does it say about GA self regulation? Unfortunate that we have these clowns in the system....:;)1: just thinking out loud...... Regards Phil

Great link Darren. The kids saw Santa turning up overhead the opera house. Have totally got them going now...;) Regards Phil

Like everyone else, I'm stunned. While I hadn't met Browng, I was only chatting to him on the forums the other night. . I'm sorry I never got to teach you how to fly a model plane George. Condolences to His Family and Friends. We'll miss you... Blue skies and calm weather my friend. Regards Phil

I didn't think eagles flew at 4000agl....let me assure you, they do !!!:;)6: Interesting manoeuvre to get out of its way...intertwined with some fairly choice words. :big_grin: ADS-B for the birds maybe ?? regards Phil

Yep, I could come up with 1 or 3 as well. Dont think ADS-B or anything else of its ilk would have saved me either... ADS-B = :;)1: