Bluey

Yeah, I've checked it out and the issue is serious enough that I will no longer be purchasing a Pegasus. Bluey.

Thank you all for your input, it has been very enlightening. However, I am still tempted to get one as the price turns out to be even better than first thought. The idea of getting a brand new machine that handles better than the airborne product for a lot less at the moment is hard to resist but I am going to need more info from the company before I am willing to commit. There is no denying that the Airborne product is stronger and better suited to flying under Australian conditions but P&M have a good intelligent product according to a number of very reputable people I have spoken to who all fly the Airborne product. True, however, you wouldn't be able to put the P&M into the same places you can now land a tundra equiped Airborne but the smaller, faster wings will handle the bumps much better and get you there faster if that is what you desire. For example, the quik, which is the model I am interested in has a significantly higher wing loading than the best of airborne offerings making it hard to match in turbulence. Cheers, Bluey

Have a look at this regarding pegasus wings: http://www.caa.co.uk/application.aspx?catid=33&pagetype=65&appid=11&mode=detail&id=4575 Bluey

I'd like to conact you privately to discuss this further but I haven't been able to find out how to email you. If anyone can help, please let me know how it is done. Thanks, Bluey

Yes, it might be right given that the Brits seem to like talking in miles/hr when discussing air speeds. I keep hearing that they are apparently much nicer to fly than the airborne product. Apparently much lighter in roll. Does this mean they are easier to handle in turbulence or doesn't it really matter since lighter in roll means they are just more affected and so more corrections are needed with lighter input? Any thoughts? Bluey

Has anyone imported or flown the pegasus quik/R? I was talking to someone today about the possibility of importing one but I'm a bit reluctant given that I would not get an opportunity to test fly one first. I hear they are cheaper to import than buy a new airborne 912 and the airborne is inferior in areas such as speed, handling in turbulence and of course cost. The quik comes with a 100hp 912 and the quickR trims at around 80kts hands off. At the moment, I am looking at upgrading my streak III to the SST at a cost of around 12k - cost of streak III sale. The QuikR is about 38000 pounds if I'm not mistaken. Delivered to Aus it might set me back around 56k with the dollar where it is at the moment (1.10US). A change over of around 16k or so. Bluey

I'm not sure if I will bother as the only real advantages I see are a little more stability in turbulence and lower height. Dutch rolling doesn't sound like much fun but the wizard I had before the streak was well known for that behavior. Once you have some experience on it though that behavior tends to stop. I think the handling characteristics of the streak may well make it one of the best wings airborne make. Bluey

Sorry to hear about all your problems Ned. I was wondering why the Jab was sitting in the hangar again the other day minus the engine after you mentioned that the installation was just about complete. Hope your luck changes. Bluey.

If you have a chute use it as this will remove the forward motion part of the equation and reduce the risk of inertial effects such as the bar banging you in the chest. With the aircraft descending vertically you can undo the belt and intercom cable before impact. It may also be possible to stand up and ready yourself for the exit as the aircraft is no longer flying. As to the chute not firing, well this should not happen to the vast majority of cases. If it does then something is wrong with the design that would require attention by the manufacturers. While I have not done any research into any failings, I have never heard of any issues. It goes without saying that you are better flying over land. Yet I know of many trike pilots that regularly do the victor 1 flight past Sydney airport and the heads and don't give it much thought. Although I must say they all fly 4 strokes. I don't know of a single 2 stroke trike that has ever done the full 15 mile crossing. Bluey

Thanks, I think I will upgrade to one when it is time to get a new wing.

Hi, for those who have done the conversion to the SST, was it money well spent? I have the streak III and I'm thinking of doing the upgrade, should I bother? Mine currently has around 520hrs on it so is not due for replacement for a while but is it worth shelling out the extra money for the SST'? Some, I have heard are not happy with the new wing. I've even heard of at least one example of someone switching back to the streak III. I have flown the SST on 3 occasions for a total of 3 hrs. I've found it heavy in roll but quite stable maybe a little more so than the streak. I think I'd be happy with it. Having said that I like the streak too.

What sort of terrain did the trike come down on?

This is terrible. I spoke to airborne and all they were able to say is that the conditions for the flight were good. My sincere condolences go out to the family.

Anyone hear anymore about this one? The article seems a little confused as it only mentions a single seater.

Can someone please email me the link to the video as I can't seem to be able to find it. post to [email protected] Thanks, Bluey

Wow, that was violent. Anyone not properly seated and belted would have been flung around the cabin and probably ended up injured.

The original crack may well have been caused by a misaligned exhaust as one of the exhaust lugs showed extensive wear as did the spring that was attached to it. Needless to say, I check that part of the exhaust very carefully before each flight for any signs of wear. I just spoke to the repco dealer that sold me the exhaust wrap and he assures me that wrapping a cracking exhaust is a commom remedy to extend the life of the part. I will definitely get more advice before giving this a go but he was quite adamant about it.

I don't know if they used the correct weld for this exhaust except to say that they had worked on helicopter exhausts in the past. They certainly seemed to know what they were doing. Will using exhaust wrap help with this sort of problem? As far as vibration is concerned, the engine seems pretty smooth to me. I did a carnie sync just 60 hrs ago and plan to do this every 100 hours. No other pipe has ever showed any other sign of cracking.

About 60 hours flight time ago, a crack in an exhaust pipe on my airborne microlight xt 912 was detected. The pipe was promptly repaired by an exhaust specialist. On Saturday after a flight I noticed a hairline crack in the heat affected zone parallel to the weld. I am wondering whether any of the exhaust repairs such as exhaust tape can be used to limit the damage and extend the life of the existing pipe before it needs to be replaced? It is only a short u shaped tube whose replacement cost is $600. It attaches to the exhaust port of a rotax 912 80 up.

I get one open circuit on average every 15 hrs or so.

Mcguyver we cut it open and slowly pulled out the filter element. As each pleat was pulled out I ran a finger along it and closely examined it that way. A couple other guys with experience cutting open filters had a look at it too and thought it looked very clean as well.

Yeah, Thanks Maj... Your not the first person to say that. At least now I know the problem is not likely the engine.

My Oil pressure issues seem to come and go. I now go through quite a lengthy process to hand turn the prop before starting the engine. I even turn it over with the ignition switches off for about 5 sec as well before lighting it up. I have had mixxed success doing this. After sitting idle for nearly 3 weeks due to the horrible run of weather lately. It fired up with no delay what so ever to the oil pressure rising to 5+ on the skydat. I have checked it with the manual gauge since reporting the all clear and on one occasion there was a noticealble delay of around 6 seconds. Yesterday after sitting idle for a week, I measured a 10 second delay between zero oil pressure and a quick jump to 5.5 on the skydat. Anyway, after a good flight without issues we opened up the old oil filter and analysed it. It had been in the engine for 90hrs and it was as clean as a whistle. I detected 2 very small specs at one point on separate folds of the paper but I can't be sure if they came from the engine as the bench space we were working on was not clean of metal particles. Anyway bottom line is if the oil filter is in such good nick after all the supposed oil pressure issues at start up I've been having, isn't it now probable that A) the oil pressures issues may not have been real or B) If they are real, then they are not having a detrimental effect on wear and tear in the engine. Either way, I will be cutting the oil filter apart after every oil change from now to have a look at it. On a side note, does the oil flow to the magnetic plug before it reaches the filter as the material build up on the plug seems to suggest it flows through quite a few galleries before it gets to it. If it flowed the other way, wouldn't it have a much lower chance of being covered in feromagnetic material given that it is placed right next to the filter? Bluey

I always carry one even if it is just a local flight. If you own one you may as well keep it handy just in case.