KRviator

No, it is a factory built Jab, it cannot be registered E-AB (Either VH- or RAAus), if you want it on VH before going aviating, you're going to have to pay a LAME to maintain it. And that ain't gonna be a cheap endeavor given the sate of it.

How have you got it setup in the settings menu? Should be outputting a SIL of 3 (from memory, am away from my -9 for a bit, will check in a couple days). Anything less than that and TAAATS is programmed to automatically reject it on the controller's display as it doesn't have sufficient assurance that the position transmitted is actually the position you're at.

Why were the pages showing the latest logbook entries deleted from Pickles? When I first looked, they were there showing the most recent maintenance, now they're not. Or am I now looking in the wrong place? As for "Just do a 100-hourly and fly it home", I'd want a serious look at that NLG leg before I'd sign off on an annual among other things. It may well be just the photo angle, but that corrosion looks much deeper than just surface rust around the bolt hole. Also, from Planesales you have: "The start time for this auction is Wednesday, 15 May 2024 at 2:00pm AEST with the highest bidder determined at the close of bidding on Monday, 20 May 2024 at 6:00pm AEST." while on the Pickles auction page itself you have "Item Not Yet Available for Sale - Check back soon - Starts 29/05/2024 02:00 PM" Quite happy for Pickles to stuff around any potential buyers though, it seems....

Would barely be worth the cost of getting it home... It's a 30-year-old Jabiru being sold "as-is, where-is", is my thinking. Looks like quite a bit of corrosion on the axles & brake calipers, NLG strut, engine cylinders and engine mount. Buying things like this at auction can really burn through the $$$ when you may be better off stumping up the $$ for a flying J120.

Some very interesting commentary there from the State Coroner - particularly about the withholding of documents. I'd be very interested to see what documents weren't provided as part of the brief of evidence and in what light they paint the actions of RAAus. It's not like it'd be the first time they've refused to act in accordance with the legislation that governs our flying...

Wonder how they planned to do that in an aircraft with gullwing doors? I've done the same thing from the RV with the tip-up canopy, but not from within the cabin, rather, from a pod bolted under the wing.

No, it doesn't need to be 'certified' or TSO'd for RAAus or Experimental - it just has to meet the performance standards of the TSO and have a certificate saying as such. Neither the Garmin GPS20A or the Dynon SV-GPS-2020 are certified, TSO'd or otherwise, yet both are completely acceptable GNSS position sources for ADS-B in Australia for LSA & Experimental, and have been for many years. That being said, you cannot use that (non-TSO'd) GNSS position source for navigation but for ADS-B, it is perfectly acceptable per CAO20.18 and Part 91 MOS 26.66

Gotcha, but that's more the RAD43 certification though, innit? "certification of successful functional testing of the ADS-B (Out) installation" from the grant form? We can (well, most of us can) install it and configure it per the manual & Hex code, but have to get the final install tested by an AvTech for the purposes of the biennial transponder checks before we can officially turn it on.

Something doesn't sound right there - My SkyView is visible to both BN & ML CTR and I routinely get Flight Following using ADS-B with the GNSS source being the Dynon SV-GPS-2020. What's your actual position source? For Experimental, you do not need a TSO'd or "Certified" GNSS Position Source - your ADS-B position source only needs to meet the requirements of the TSO, and have a certificate attesting as such. The Dynon GPS-2020 has this - but not the GPS-250. I believe - but am not sure - the Garmin GPS-20A is the same as the SV-GPS-2020, suitable for ADS-B position but I don't how where their certificate of conformance is to be found. Sounds like whoever gave you that advice isn't up to speed with the latest permissions for RAAus/Experimental. Of course, you could install a Dynon GPS-2020 in your G3X system if you're really keen. 😛 EDIT: For those who choose Garmin, the relevant Certificate of Conformance is found in the installation manual, Chapter 15.2. So install a GPS-20A, configure your G3X right, and off ye shall go. If you're the builder of the aircraft (or can maintain it either through RAAus L1 or Instrument 18/22), then you can install the ADS-B equipment and sign off on it for the purposes of the rebate as you're an approved installer. At least, that's how I read it. And from CAO20.18

Only if the new owner is willing to invest in the airport to make it work as a viable GA airport... Things could always get worse...

So what's he actually asking, anyone know?

Think he could be referring to AS1940:

It's probably not the worst option out there, TBH. If it's one of those "You must get there" and you know there's no fuel, then it makes sense to save your back. That being said... Last year I flew from Gladstone-Townsville and tankered fuel in a steel jerrycan so I didn't have to try to source fuel on arrival - though Christian (from Donnington Airpark) did say he's happy to facilitate that if needed from the local servo, but it was just one less thing I wanted to fluff about with. If you have the payload, I'd consider that over a trolley and collapsible bladders depending on your W+B. But I have to ask, what went amiss in planning this hypothetical trip? Surely you're not just going to this unattended airstrip just for the sake of it, you'd be meeting someone, or picking someone up, so there's the option for a lift there? The other thing I'd mention is consider is putting the call out on FB, you may well find someone sympathetic to your plight who'll give you a hand. For example: a few months back, a BK-based pilot asked about public transport from our local airport to an adjacent town, and while it is there, it's extremely limited. I said "If you're coming up around this day or time, let me know and I'll take you in, I need to nip over there anyways". He flew up, parked the Arrow in my backyard, I drove him across to drop off his parcel while I picked up a bike for Mini-Me, he brought me a pie in return and he flew home. Another example would be a mate got stuck with the weather coming home from Qld a little while back and lobbed in to our local airport. Called me up and after a bit of Tetris, we squeezed his Maule into our hangar and I dropped him in town where he had arranged a ride back to the coast. Picked him up couple days later and he flew home under blue skies. These aren't isolated examples, so don't be too afraid of asking for help. If @Bosi72's on the right track, you won't be the first to need help at that particular strip, so FB or even here can provide an answer as to what other pilots have done in the past. Re the transport of fuel (or other DG), anything that is a "Placard load" requires marking and specific training, and what defines a placard load varies depending on the material. Which is how you can get away with carrying a couple of gas bottles in your car - it's under the limit. From memory, it's any DG in bulk (a container of more than 250L) or more than 1000L or Kg all up, or any quantity of Class 1.1, or 6.1 or 7 (though it's been 20 years since I did my DG course, so cut me a little slack if I'm getting forgetful!). There's nothing particularly special about carrying a jerry or two of fuel - in NSW or elsewhere so don't get too wrapped up about "following the roolz", or any cow cockie who goes to get fuel for his gennie would be a criminal.

I love CGI, especially airplane CGI... It's getting better, but still...

Updated their lead times I saw, still well in excess of a year-and-a-half wait for all the QB kits. And a near 50% increase in their cost. The -9A's now $74.5K for the QB - nearly $115,000AUD, then there's shipping and GST on top of that. You'd be exceptionally lucky just to get the kit here for under $135K. Bloody hell. The 2-seat QB RV's are now a quarter-million-dollar build if you want a new engine ($41KUSD) & an EFIS. Just for my own interest, I keep a spreadsheet of my rough build cost and update it with price changes every 6 months or so. To do a one-for-one replacement of my -9 today, you're looking at around $260,000.

I replied to this a while back didn't I? Where's my post gone? Did someone report it?!? I'm not so old that I am that technologically illiterate yet...

Then there's 'securite' used to denote an all-stations call to other vessels about a marine hazard or navigational warning but you yourself aren't in harms way.

PAN = Possible Assistance Needed. Not "I need to get my asre on the ground right now!" In this case, there's no urgency to land, and it's prudent to reduce fuel and landing weight so much as possible while also giving the fitters as much time to come up with alternate means to get the wheels down. And anyway - you might as well log as much twin-time as you can before you bend the aeroplane... I've no doubt if they became an emergency, rather than just a non-normal, arrival, that Tower would've told everyone else to bugger off.

Indeed it is strange. No human could fly a holding pattern so accurately! And more to the point, I want to know what STC is installed that gives this particular Baron the ability to dump fuel... Bet the people of Currumbin Water's don't know they had an Avgas shower last night.😆

I have an Icom IC-A16 and the powerpack for that takes 240VAC and outputs 12VDC for the plug to the charging dock. Easiest solution I see is go buy another dock - in my case an Icom BC-213 - and cut the cable from the transformer to the plug and install a 12VDC male plug on it to suit your panel socket. If you're really paranoid about feeding your "12V radio" from a 13.8V system, you can get a LM7812 regulator that'll give you a pure & regulated 12VDC and install that in the circuit for less than a schooner during happy hour. For your Uniden, have a look at what the powerpack outputs before doing the same. It may be 5V, 12V or something else. But the beauty of that is the LM78xx series of regulators come in a half-dozen different varieties so you can install one of them in the Uniden charging circuit too.

Click on the person's name in the thread you want to PM, then click the Message button. It'll open up a Compose window and Bobs ya ma's brother.

Gotta fill the tanks first....

There was a Rotax-powered Jab out of Warnervale a few years back. James Stewart is the CFT there for Cloud-9 and might be able to help if you give him a call. Andrew Smith is the CFI of the CCAC and may be able to let you know if it was one of his members' planes if James can't help you out. EDIT: So just to confirm, this is a swap from a Jab 2200 to a Rotax in a 24- reg, not a Rotax installed in a new-from-the-factory Jab kit (hich would qualify for 19- reg)? If it was 19- originally, why does MARAP apply if it was Experimental originally anyway?

I dun geddit... So they're going to replace it with a slightly newer version of the same shitbox. Polish a turd it's still a turd... They have the KC30 for long range overseas junkets and the Falcon's for regional pork-barreling. Why do we need the BBJ as well? How often do they take the full 30 pax?

SO why the drop from 10 straight years of 300,000 movements in the early 90's? Look at '89 - did they get to 400K that year? Seems like the last time Morabbin made it over 300K was 15 years ago - and I'd actually question how many of these movements recently had numbers on the side when back in the day, AUF was verboten from CTA/CTR, so everything you'd see 'back then' had to be VH-. And I think your trend line is broken. There's no trend, it looks to be static at around 290,000 movements.