Wilfred

Moller Skycar (as seen in news forum) Moller International’s Skycar for Sale on eBay Technology Applications Safety Performance Operation Advantages Flight Videos Test Plans XM-2 XM-3 XM-4 M200X M150 M400 About Us News Investment Purchase Skycar Sales FAQ Links Contact Tests-New! The Skycar Moller International has developed the first and only feasible, personally affordable, personal vertical takeoff and landing (VTOL) vehicle the world has ever seen. You've always known it was just a matter of time before the world demanded some kind of flying machine which would replace the automobile. Of course, this machine would have to be capable of VTOL, be easy to maintain, cost effective and reliable. Well, we at Moller International believe we have come up with the solution. That solution is the volantor named M400 Skycar. Let's compare the M400 Skycar with what's available now, the automobile. Take the most technologically advanced automobile, the Ferrari, Porsche, Maserati, Lamborgini, or the more affordable Acura, Accord, or the like. It seems like all of the manufacturers of these cars are touting the new and greatly improved "aerodynamics" of their cars. Those in the aerospace industry have been dealing with aerodynamics from the start. In the auto industry they boast of aerodynamics, performance tuned wide track suspensions, electronic ignition and fuel injection systems, computer controllers, and the list goes on. What good does all this "advanced engineering" do for you when the speed limit is around 60 MPH and you are stuck on crowded freeways anyway? Can any automobile give you this scenario? From your garage to your destination, the M400 Skycar can cruise comfortably at 275 MPH (maximum speed of 375 MPH) and achieve up to 20 miles per gallon on clean burning, ethanol fuel. No traffic, no red lights, no speeding tickets. Just quiet direct transportation from point A to point B in a fraction of the time. Three dimensional mobility in place of two dimensional immobility. No matter how you look at it the automobile is only an interim step on our evolutionary path to independence from gravity. That's all it will ever be. Moller International's M400 Skycar volantor is the next step. turtle

"If you have wings you are most welcome" The SAAA is holding it’s National Convention at Wagga Wagga airfield during Friday 27th, Saturday 28th and Sunday the 29th October 2006. This year the Association is again opening its door to all aviation enthusiasts. 2006 is also the 40th anniversary of the Corby Starlet. It is hoped many Corby Starlets will be in attendance. The Association will provide workshops and forums for every one as we continue to celebrate our years of supporting experimental aircraft building and flying. This event attracts hundreds of aviation enthusiasts annually, and we have provided the following to entertain and educate : Latest trade and aviation products display. Check out the news and trade terms. Workshop forums for all aircraft owners and builders. Discussion by CASA and Airservices Australia on their latest procedures and products. Demonstrations of particular interest to aviators covering the latest in GPS, ADS-B and other equipment. A Dinner with a fascinating speaker on the Saturday evening. On-field camping facilities. Off-field activities for partners and families refer to Wagga Tourism website www.tourismwaggawagga.com.au. Motels and Hotels book at [email protected] or 1800-100-122. Enquire about how you can save even more off your fuel bill with our special BP Fuel card deal contact - [email protected]. Enquire about our special SAAA QBE Insurance deal - [email protected]. Flying In - check here for reporting details. Get the latest news update here. Get the aircaft judging form and award details here Click here to go to the on-line registration form For further information contact us at 03 9482 4716 ANY QUERIES? Contact Convention Co-ordinator Gary Spicer Tel: 0402 822 907 Email:[email protected]

There are a lot of variables to look at. I understand that your standard generator only charges at about 10 - 12 amps. 2 hours of flight is probably not sufficient to recharge the battery after starting. (you could be drawing up to 200 amps during the cranking period. So you could well be progressivley discharging the battery during the month until you notice the problem. Perhaps you need to look at your battery capacity. the easiest solution could be a larger battery and charging between flights. You say you have a lot of other devices fitted so there is a good chance your charge rate is even less.

I understand the 582 UL has electric start battery and generator why not use the parts from this engine if yours is lesser output You may not be running the engine long enough to replace the power drained during the startingand the battery slowly runs low. http://www.rotaxservice.com/rotax_engines/rotax_582UL.htm this is a link to a forum site discussing same problem http://groups.google.com.au/group/rec.aviation.ultralight/browse_thread/thread/662bf41831975603/e656a3b8eb15678b%23e656a3b8eb15678b http://www.ultralightnews.ca/rotax503/wiringtechdata.htm turtle

ASTM Light Sport Aircraft Standard on Kit Assembly Instructions Now Available Tue, 03 Oct '06 [/url]If you're planning to build your new light sport aircraft from a kit, ASTM International has you covered. A new standard developed by ASTM International Committee F37 on Light Sport Aircraft covers the instructions a kit producer must provide to a consumer regarding how to assemble and safely flight-test a recreational aircraft to ensure compliance with applicable ASTM standards. The new standard, F 2563, Practice for Kit Assembly Instructions of Aircraft Intended Primarily for Recreation, is under the jurisdiction of Subcommittee F37.70 on Cross Cutting. According to Scott Toland, Aero Sports Connection, the standard was developed in response to a Federal Aviation Administration ruling for production of aircraft intended to be flown under a newly available FAA airworthiness certificate called "experimental light sport aircraft  kit built." "Aircraft kits must include an assembly manual that conforms to this standard in order to be eligible for the airworthiness certificate," said Toland. "Aircraft kit producers will use this standard to write their assembly instructions, which will in turn be used by consumers." Assembly instructions prescribe the necessary mechanical skills and training required to successfully complete the kit. In addition, necessary tools, fixtures, inspections, measurements and other pertinent required items should be listed in the instructions. Aircraft users may not be able to obtain flight authorizations from the Civil Aviation Authority without proof of compliance with this standard. While the standard is now published, Toland says that participation is always welcome on the subcommittee. "We particularly encourage consumer feedback when the assembly instructions get used," said Toland. "That may show us ways to make the standard even better."

This is the site for Red Bull Air RaceWest Australia in case anyone missed it. http://redbullairrace.westernaustralia.com/?gclid=CL2hoJ3d2YcCFSUUTAodBFpIog This is the Red Bull Air Race Offical Site http://www.redbullairrace.com/

Air Race update TheRed Bull Air Race makes its penultimate stop in San Francisco, USA on Saturday October 7. Touching down in the city for the second year running, this year’s Air Race will again be flown over San Francisco Bay, against the fabulous backdrop of Golden Gate Bridge and Alcatraz Island. Taking place between Marina Green and Aquatic Park, right next to the shore, spectators will have unprecedented views of the pilots as they fly over the water at speeds of more than 230mph in their bid to gain vital ranking points to win the Championship. The Red Bull Air Race will take place during Fleet Week, which is an annual event held in San Francisco to honour the the men and women serving in the United States Navy, Coast Guard and Marines and it features the U.S. Navy Blue Angels. This will be the 8th leg of the Red Bull Air Race World Series and this year's only US stop. Currently leading with 28 points is American Kirby Chambliss, followed closely by California local Mike Mangold, the 2005 Red Bull Air Race World Series champion, and Hungarian Peter Besenyei, both tied in second place with 24 points. With three Americans competing, including newcomer to the series Michael Goulian who currently stands in fifth position, crowds can expect an exciting race and a possible podium position for one, if not more American pilots. Perth, Australia will host the final of the Red Bull Air Race World Series in November.

The new issue is due soon but this is a link to the current issue for those that missed it’ http://www.casa.gov.au/fsa/2006/aug/index.htm

<DIV =Section1> http://www.palmflying.com/np/pockpal.html<?:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /> http://www.soft32.com/download_166355.html http://handheld.softpedia.com/get/Science/Cars-Aircraft/FlyteLog-18153.shtml http://www.pilotspal.co.uk/ http://www.forpilots.com/logbook/ http://www.tucows.com/preview/199463 http://www.sharewareconnection.com/electronic-pilot-logbook-u-s-.htm http://www.freedownloadscenter.com/Utilities/Misc__Utilities/Electronic_Pilot_Logbook.html

I have been posting any updates on the Red Bull Air Race site in the Aviation News Forum as they occur.

Just a couple of thoughts on panel layout as i see it. The main problem with the layout as pictured is the location of the transponder and radio. If in controlled airspace where you have a fair bit of radio work it is allmost impossible to see the frequencies without sticking your held down. Not a problem if you have a passenger to hold the stick but a pain in the proverbial trying to hold altitude & heading and see the radio. Other than that fine Doing it again the radio & transponder would be on top of the GPS. The GPS can easily be angled for a better view.

Re GPS Antenna We have the GPS antenna on the dash and it works like a treat

Any major work on the aircraft is done by Jabiru and as it was at a time when they were extremely busy and with a lot of holidays coming up we opted for an exchange engine and fitted by the local L3. Jabiru gave us a good price at the time. The hours seem to be about what you get talking to other users here and in the states, any higher is more the exception than the norm. Maintenance is every 50 hours ,oil, filters, tappetts, etc.and allways by the same LAME.

J200 6 cylinder Top end overhaul needed at 700 hours (hours completed in 18 months) Factory exchange engine was fitted instead of overhaul due to attractive price and time constraints. Now have 450 hours on the new engine

Microsoft Flight Sim X 25-Sep-2006 It's chocks away as we formation fly with Mike Gilbert, Lead Program Manager at Microsoft's ACES Game Studio Flight Sim is one of the oldest games in the world and, as the venerable series approaches its twenty fifth anniversary (it's nearly as old as CVG), Microsoft's Flight Sim X is preparing to take to the skies and it's going to be one of the flagship titles for Microsoft's new Windows Vista operating system and DirectX 10. So it was with great pleasure that during a recent big flying day out, we managed to catch a lengthy word with Mike Gilbert, Lead Program Manager at Microsoft's ACES Game Studio to discuss the relaunch of the much-loved aviation classic. Herein Capt Gilbert has much to say on the fascinating return of the series, including Microsoft's plan to broaden the appeal of the game to catch a new, more casual audience, as well as trying to satisfy its many true hardcore fans. You can read on to learn more about the new mission-led game design which includes events like the Redbull air race, how the title has expanded to encompass a real authentic living aviation world and all the goods on the much expanded mulitplayer component of the game, including an excellent new co-op mode so we can all learn to fly together. There's even time for a late dispatch on whether we might see a return of the much-loved classic Combat Flight sim. So without further ado, it's chocks away and Capt. Gilbert, you have the controls... Could you start us off with an overview of Flight Sim X, its new features and major areas in which you feel that it has expanded and improved? Mike Gilbert: It's been one of the longest releases for us for quite some time - over three years since the 2004 edition came out and we took the extra time to really re-think our approach to designing the produce from the customer's point of view. For a long time I think rightfully criticised, we were very pilot or enthusiast orientated, focussing on the realism of the aircraft and the instrumentation and procedures and air traffic control, that sort of thing that works really well for a lot of people. But there are a lot of folks with a passion for aviation that find that a little bit daunting and not their cup of tea so we actually went and did quite a bit of research on the users of the product, we did customer satisfaction surveys in the UK and France to get an international feel. What we learned were a couple of key things: that the product as it existed was hard to approach from a novice perspective and also it didn't provide a lot of direction for how to get the most out of the product. So, the key investments we made for the new version were around three areas, one is something we call the 'dynamic living world', and that you can think of as an evolution of the core technology, the core engine if you will, which makes the world look better with higher resolutions, scenery, graphics and better looking skies. The dynamic component, which is a new feature for us this time, is moving traffic on the roads and busy airports with moving jetways and fuel trucks and baggage loaders. That's really the foundation of the product and provides the long-time users with another reason to upgrade. The other areas are focussed at the different ways that other people use the product. The structural experience of missions, is the one that speaks most directly at that group, a little bit of direction on how to get the most out of the product. They cover a variety of different facets of aviation from training or tutorials through general aviation and sport flying, aerobatics, airline flying, search-and-rescue and so on and so forth. There's a skill ramp as well, so you can enter at a novice level and learn the basics of flying and take some easy fun missions and work your way up to things that are more challenging because they're more complicated aircraft or scenarios - anything from the RedBull races to engine failure over the ocean to piloting a DC3 in Alaska through the clouds to make a delivery. There are 55 missions in the deluxe product and we think that third-parties will use the mission editing tool also included in the deluxe product to create missions that suit them as well. The third area is something we call 'shared skies', and that's really an evolution of our multiplayer, which frankly in our earlier versions we have neglected. It's always been very popular in the combat space and the GA space and it's been fairly specialised with some of the virtual airlines and virtual online play that have really evolved outside of the product. For Flight Sim X we've completely overhauled the multiplayer engine. We're using GameSpy as a matchmaking service now for people to find each other online. Then in addition to traditional flight sim where everybody is in their own plane, we also have two key components, new gameplay features, one we call 'shared aircraft' which is a way for two people to connect through the internet and fly in the same aircraft handing off control although both are able to manipulate switches and dials and so forth, and then there is our new tower controller feature, a deluxe version feature, that puts users in an air traffic control tower with a radar display and radio communications. So for the people who want to fly with their friends or fly with other people online that's going to be a key part of the new product. The mission based gameplay is one of the new and more interesting features. How did you decide on what kind of missions to put in? Mike Gilbert: Well, a couple of different factors to the mission design themselves, first off we wanted to retain the spirit of our tagline "as real as it gets", starting from simple real-world scenarios from private pilot or commercial pilot or airline pilot, we obviously use game scenarios that lend themselves to that. And of course, we wanted to have things where we were a little bit more creative with the scenarios to add a little bit of excitement because one thing I've found that with people approaching Flight Sim their impression of what flying is doesn't come from flight instruction, it comes from movies and television shows so they have an image of what flying is and should be. So we added a few missions that spoke to the spirit of that as well. A good example would be the RedBull air-racing mission. People see it on television and wonder "wow, what would it be like to do that?" so we don't bog them down in procedures, and let them get out there and have some fun. That was a big emphasis as well, and thirdly is to bring people into the product through tutorials, so we have between 12 and 14 tutorials from your first take-off all the way to helicopter flying. For those we used a lot of in-depth user-research - we have a user-research facility where we can bring people in and watch them using the product - to see how people approach the interface, the assumptions they make about the controls, the camera system - we took a lot of those lessons and tried to integrate them with the tutorials. Another big part of it is the 'dynamic living world'. Can you go into a little bit more detail on how that will work and what it will bring to the flying experience. Mike Gilbert: There's a couple of different aspects to that. First is what I call 'ambient life', which is road traffic and boat traffic - things that aren't directly aviation-related. We have a system now where we can put road traffic on major highways, on a regional basis so that it looks correct - so they drive on the correct side of the road and so forth. We also have ambient boat traffic, and this is also, like the road traffic, based on population density data. So if you have lakes and inland bodies of water near population centres you'll have pleasure boats and sail boats meandering about. We have also modelled shipping traffic as well, so ocean liners and cargo ships where are data team has researched real routes from port to port and have created schedules for the large ships, so you could be on a trans-Atlantic or trans-Pacific flight and look down and see a cargo ship heading to a destination and that's all modelled on real world information. You worked with several mapping and data group to get authentic scenery and environments? We get a variety from a myriad of sources. We have worked with our partner Navtech for high resolution road and scenery data in the US and Europe. There's another company called Pasco based in Japan which we've worked with. We have also gotten high resolution data from the Australian government, and the US government. We've used the space shuttle mapping data to do high res terrain so a huge variety of sources. And from what we've seen you also borrowed some of the Zoo Tycoon team's assets? Yes we borrowed some of Zoo Tycoon assets for some other parts of the world like the elephants on the African plains. But the other pieces of the living world are the aviation specific stuff; that's the moving jet ways, fuel trucks, baggage loaders and airports. As I have mentioned there's 1200 airports in the world with jet ways and all of those will have the vehicles standing by to service your aircraft. When you come in and open your cargo doors the baggage loaders will pull up. That's another big investment as well - makes the world feel alive. What's particularly interesting is the multiplayer aspect, the more social parts of Flight Sim X. Perhaps you could give us more detail about those? We know from third-party add-ons to Flight Sim that have been developed externally that there is a market for online play - there are virtual airlines, virtual air traffic control networks - they tend to be specialised and contain a requirement in terms of an investment. What we wanted to do is provide something more aimed at the causal online user, something that is approachable, simple to get into. That's why we've partnered with GameSpy to provide the match-making service where you can see who is online. We have an integrated friends list so if you meet people or have friends you can add them to your list and see when they are available. You can send them text messages, we also have integrated voice chat in the game as well - sort of an Xbox Live concept, so you can actually communicate either in a social setting in one of the game lobbies to see whose there and what there is to do and once you are in the game you can communicate either in a casual way, like a full broadcast but if you want a more realistic approach you can use the aircraft radios to dial up frequencies and do it that way as well. We think that as people explore that and are intrigued by working with the tower controller or virtual flight instructor to help them learn to use the product that online play will become more and more important as time goes on. How important has the FS community been in the development of the product, and how do you anticipate people supporting it with the tools your going to release post-release? The community has always been very important to the franchise and frankly we think we've been successful in spite of our lack of attention to be honest in terms of our tool support. We've released SDKs but they've come out after the product and maybe weren't the easiest to deal with and didn't provide a way to support people as they used them. What we've tried to do this time is to transform the whole experience round our development community and our user community. So one of the first things we did we made a commitment to ship our software tools with the core product this time so users will be able to get the SDKs and crack them open as soon as they have the product in their hands. We've also invited a number of key third parties to be involved in the development of FS - they've been on the betas, they've been able to interact with our developers. We have a whole new programming interface called 'sim connect' this time around, so people can write code add-ins a lot easier. Moving forward after launch we are going to be devoting a lot more effort to our community presence in terms of our re-launched website FSinsider.com we've already had some of our team blogging and interacting on the forums. We're hoping to do a lot more in terms of sustained information with new articles and ways for customers to interact with the team. We now for the first time have a dedicated community team within the studio who is thinking about how do we allow people to get the most out of the product over the length of their tenure, because unlike a lot of games that peak and then fade rather quickly, FS has a long shelf life. We've developed relations with customers over many versions - we have people still using the product after 25 years and we'd like to be around another 25 years so you can imagine we'll reach a point where we'll have customers who have interacted with the product for the bulk of their lives, which is very atypical for a lot of games so we have to maintain that relationship, we have to make people feel involved, we have to provide avenues for them to send their feedback and see how it shapes the product. We're reinvesting in that commitment with FS X. FS X will obviously be one of the showcase titles for Windows Vista and DirectX 10, In terms of the game engine, what new features will you be bringing in there? Good question. We made a decision some time ago to align ourselves with the Vista launch knowing what we knew at the time in terms of schedules, and we committed to delivering integrated Vista features such as game explorer presence, parental controls, but as you know Vista has moved out, so we have had to make a decision as to how we were going to approach some of the other features specifically around DirectX 10. The other complicating factor was the lack of hardware availability. So what you'll see when we release is a product that works on Windows Vista, our core product that we'll be releasing in October - it'll work on Windows Vista and game explorer and parental control functionality, but then we'll follow it up hopefully some time early next year with a free update to take advantage of the DirectX 10 features. That will give us time to get the hardware, integrate the features that we want and we believe that we will focus mostly on the environmental features, so things like clouds, water, high dynamic range lighting for the atmosphere, light scattering, volumetric clouds, potentially mesh-deformation with the water so you can actually get visible waves. A lot of the DirectX10 APIs will facilitate that so it'll be a two-stage process: the initial release will have the core features and then a DX10 update will have enhanced environmental features and visuals for those that have the hardware. We're huge fans of Combat Flight Sim, any chance we might see another version of that again? We never say never - we like to say it's on hiatus. So right now we don't have any version of it under development but we definitely recognise the interest in the market and we have a lot of vocal users who are always asking. But what I will say is that beyond what some of the things that end users will notice about FS X, we're striving to evolve a simulations platform that can be applied to different uses down the road. So as the developers look under the hood to see some of the architectural decisions that we've made they'll see that we're thinking beyond just civilian flight sim. We'll see what the future holds. Out of all of the new aircraft that are going to be in FS X what's your favourite to fly and where do you like to go flying in the game world? I'm kinda partial to a couple of the tail-draggers. I learned to fly in a J3 and I used to own a Mall so those are near and dear to my heart. In fact I have a total of one and a half hours of tri-school gear time in my log book, out of some 250 something hours. I love bush-flying, I love remote areas, scenery mountains, Alaska is a great place, the Alps in Europe is another fantastic location. Occasionally I'll break out the Beaver and head down to the tropics and kick up some spray on the beautiful water down there. But I'm a GA pilot - I like flying low and slow looking at the scenery watching the cars drive by. Many a day in the real world I'd be flying a J3 along a highway - it barely goes faster than the cars anyway, and look at the wing and pick out a truck and follow it along and I found myself doing the same thing in FS X.

We use Odyysey batteries in the Jab and they appear to be available form any local battery supplier. (we are based at Caboolture) in the smaller towns the battery shops will have no trouble to access them through their wholesale network. They are just not usually kept in stock as they are not used that frequently.

Jet Pack: The Rocketeer takes off, sort of Related Entries: Future Tech : GPS : Vehicles How will people get around in the future? Motorized unicycles? Off-road Segways? Skateboards with treads? Reasonable contenders, all, but much too land-based. No, we're waiting for Rick Herron to finish up his real-deal, so-wild-you-just-have-to-see-it jet pack before we commit to anything else. Researching jet-pack technology and discovering a stark absence of progress outside of G.I. Joe comics in recent years, Herron took it upon himself to design and build a personal flying contraption that could produce enough thrust to lift a person off the ground vertically — without burning said person's ass off. After taking his credibility to a whole new level by calling his company Skywalker Jets, he built a prototype that weighs about 90 pounds and is said to be able to carry a "pilot" with a weight of over 200 pounds, flying for about 5 minutes, according to the website. Production models, should they ever exist, are planned to have a range of 4 miles. The pack also has a built-in GPS unit — so it'll be easy to locate the giant pancake that was once your body after you slam into the ground at terminal velocity, one assumes. From the thrown-together look of the jet pack and the cheesefest music on the site, you might think the whole exercise is an elaborate practical joke, but the prototype pack was real enough to solicit a bid over $10,000 on eBay (although that was short of the reserve price). Herron estimates that a final working model, should it be approved by the FAA, would cost about 200 grand, or about the same as two Tesla Electric Roadsters. Decisions, decisions.

I got an email, last year,from CASA that states that RAA hours count towards PPL (both instrument and x country) provided the aircraft is suitably equipped with flight instruments for IMC eg A/H, alt, VSI etc. RAA hours do not count towards CPL. The email address is below so send him your question, and get the right answer form the horses mouth so to speak. They seem to be quite prompt and helpfull with their replies. Miles Harris Flight Crew Licencing Canberra CASA Australia [email protected]

http://www.airscooter.com/pages/airscooter_main.htm

Aircraft crash report AN AIRCRAFT pilot lost control coming in to land and hit a tree at Wellcross Farm near Broadbridge Heath, a report has found. The Air Accident Investigation Board said 'considerable damage' was caused to the Jabiru plane's wing and cockpit when it struck the tree, which served as a mounting for a windsock alongside the grass landing strip. The 68 year old pilot had apparently been using the landing strip for nine years, and said it was quite uneven with ridges that could cause the aircraft to become briefly airborne again after touch-down. He said on the day of the crash in June weather conditions including a cross-wind meant the aircraft would touch down at a higher than normal ground speed and he was careful not to damage the fragile landing gear. The investigation report said: "As he reached the tree, by which point the aircraft had usually decelerated to taxi speed, the aircraft speed was higher than usual but sufficient distance remained to stop before the end of the runway. "At this point, however, the aircraft suddenly yawed to the left and hit a tree with the port wing. "The pilot considered that the benign conditions of the day may have rendered him complacent so he was caught out by the sudden swing of the aircraft." The report goes on to suggest that the incident could have been caused by 'wheel-barrowing', when the pressure is applied to the nosewheel with sufficient airspeed remaining to generate some wing lift. 21 September 2006

Come and Get It Trophy [ATTACH]648[/ATTACH] The Come and Get It Trophy was created in 1990. The Trophy is available to any RA-Aus certificated pilot in an RA-Aus registered aircraft who is prepared to make the journey to retrieve it. The inbound and outbound legs for the retrieval journey must each be greater than 100 nm. Flight details must be completed, kept with the Trophy and a copy returned to the RA-Aus office. Information supplied should include date/s, pilot, aircraft and registration, flight from/to, fuel used, flight hours and other items that may be of interest to members. Retrievers are required to add a plaque to the Trophy. Current location of the Trophy "Cherryton†Pooleys Rd, Mummel NSW Latitude S34°41.13' Longitude E149°32.78' Contact: Geoff Bell Telephone: 02 4829 2141 Fax:02 4829 2120 Mobile: 0428 691 289 Email: [email protected] Airfield notes See the aerial photograph below. Please note the wind measuring tower marked at lower centre. It is almost invisible, and reaches 180 meters off the top of the ridge. Strip will have sheep and stones on it so please ring for local knowledge. [ATTACH]649[/ATTACH] If you want it, come and get it  but beware of the torch [ATTACH]650[/ATTACH] Trophy location and retrieval journey history [ATTACH]651[/ATTACH] The originating location for the Trophy was the airstrip at Millbrook Estate, Albany WA Location 2: Ravensthorpe WA 1 June 1990 Pilot: Chris Coxall Return flight: Albany WA to Ravensthorpe WA Location 3: Kanowna near Kalgoorlie WA 23-24 January 1992 Pilot: Peter Harding Return flight: Ravensthorpe WA to Kalgoorlie WA Location 4: Ravenshoe FNQ 22 March - 25 April 1992 Pilot: E.B.McCormack Return flight: Kalgoorlie WA to Ravenshoe FNQ. E.B.McCormack holds the distance record, picking the Trophy up at Kalgoorlie WA and carrying it to Ravenshoe FNQ during a 5715 nm clockwise circumnavigation of Australia. Location 5: Cooktown FNQ 9 - 10 August 1992 Pilot: K.Greenslade Return flight: Ravenshoe to Cooktown FNQ Location 6: Pioneer Valley (near Atherton) FNQ 24 -25 September 1992 Pilots: Werner Grimm & Bob Plant Crew: Sandra Gillanders Return flight: Cooktown FNQ to Pioneer Valley FNQ Location 7: Tamborine Mountain SEQ 6 -8 March 1993 Pilots: Bill Knight, Peter Stuy, Richard Faint Return flight: Pioneer Valley FNQ to Tamborine Mountain SEQ Location 8: Lethbridge VIC 28 December 1993 - 9 January 1994 Pilots: Russell Arthur, Alan Bridges, Peter Gorton, Garry Leach [two aircraft] Return flight: Tamborine Mountain SEQ to Lethbridge VIC Location Tamborine SEQ 14 March - 5 April 1994 Pilot: Lloyd Salisbury Return flight: Lethbridge VIC to Tamborine SEQ Location 10: Deeral FNQ 23 September - 21 October 1994 Pilot: Arthur Stroud Return flight: Coomera SEQ to Deeral FNQ Location 11: Evans Head NSW 26 -28 December 1994 Pilots: Bill Knight, Bob Paulson, Richard Faint [3 aircraft] Return flight: Deeral FNQ to Evans Head NSW Location 12: Woodstock near Townsville QLD 17 March - 1 April 1995 Pilots: Peter Sargent, Eric Dundas Return flight: Kadina SA to Evans Head NSW to Woodstock QLD Location 12A: Mossman FNQ 4 - 12 May 1995 Pilot: K. Burch Return flight: ?? Location 13: Jacobs Well SEQ 9 - 14 June 1995 Pilot: Roger Porter Crew: Mariska Gilbert Return flight: Woodstock QLD to Jacobs Well SEQ Location 14: Beechwood NSW 4 June 1997 Pilots: Nestor Slepcev, ??? Townsend Return flight: ?? Location 15: Jacobs Well SEQ 30 December 1997 Pilots: Bill Knight, Richard Faint, Don Mellows Return flight: ?? Location 16: Woodstock near Townsville QLD 2 August - 1 September 1998 Pilot: Owen Scown Crew: Jill Scown Return flight: ?? Location 17: Malanda QLD 28 - 29 November 1998 Pilot: Sandra Cameron Crew: Werner Grimm Return flight: ?? Location 18: Lismore NSW 25 September 1999 Pilots: Bruce Taylor, Bob Clark, Ian Byrne, Ken Eyears Return flight: ?? Location 1 Cranbourne TAS Mid April - 31 May 2000 Pilots: Peter Butler, Kevin Whittaker Return flight: Lismore, Goondiwindi, Winton, Townsville, Innisfail, Weipa, Horn Island, Cooktown, Cairns, Bundaberg, Caboolture, Ballina, Hoxton Park, Yarram, Cranbourne. Location 20: Leewave TAS 24 September 2000 Pilot: K. Bradshaw Return flight: ?? Location 21: Wynyard TAS 10 January 2002 Pilot: Bryan Raven Return flight: ?? Location 22: Rosebank near Lismore NSW 2 - 10 March 2002 Pilots: Bruce Taylor, Bob Clark, Paul Bright, John McConnell [4 aircraft] Return flight: Wynard, Flinders Island,Yarram, Merimbula, Wollongong, Crookwell, Cowra, Gunnedah, Lismore. Location 23: Cooranbong NSW 21 August - 3 September 2002 Pilots: Peter Jentsch, Phil Murdoch Return flight: Maryborough, Lismore to Cooranbong NSW Location 24: Alstonville NSW October 2002 Pilot: Bob Clark, Paul Bright Return flight: ?? Location 25: Sandfly near Kingston TAS 26 April 2003 Pilot: Lawrie Barton-Johnston Crew: Suzi Barton-Johnston Return flight: Helidon, Redcliffe, Inverell, Mudgee, Temora, Shepparton, Latrobe Valley, Flinders Island, George Town, Sandfly. Location 26: Heybridge TAS 5 October 2003 Pilot: Darrel Peatey Return flight: Sandfly to Heybridge. Location 27: Lennox Head NSW December 2003 Pilot: Gale DeJong Return flight: Heybridge, ?, ?, Lennox Head. Location 28: Dog Plain NSW 11 July 2006 Pilot: Lee Ungermann Return flight: Lennox Head, ?, ?, Dog Plain Location 29 and 30: Cherryton NSW 29 August 2006 Pilots: Geoff Bell, Denis Vanzella This was a two part retrieval; Dennis picked the Trophy up from Dog Plain and deposited it at Snowy Plain for an elevation record of 4800 feet. Geoff carried it from Snowy Plain to Cherryton. For details see Denis Vanzella's and Geoff Bell's high country flights. The flights undertaken to retrieve the Trophy vary considerably. Some are single pilot, single purpose, out and back in a day, trips while others are in the nature of a grand tour. E.B.McCormack holds the record for distance covered, he picked the Trophy up at Kalgoorlie WA and took it to Ravenshoe FNQ during a 5715 nm clockwise circumnavigation of Australia in March/April 1992. The following is the condensed journal of one 'come and get it' mission that had the distinction of the families following  or more likely leading the way  in ground vehicles. Aircraft and pilots: • Corby Starlet 2100 cc VW, #28-0902; pilot: Russell Arthur. • Kolb Twinstar 503 DC. #10-0167; pilots: Alan Bridges, Peter Gorton, Garry Leach. Ground crew: two vehicles with trailers  • Joan and Patrick Leach, Wendy, Daniel, Cristian and Saby Gorton. • Owen and Josh Bridges; with Marion Jordan and Judy Donavan for part of the time. Flight log: • 28 December '93: Corby Starlet departed Lethbridge, proceeded via Echuca to Leeton. Kolb Twinstar departed Benalla, proceeded via Yarrawonga to Coleambally. • 29 December '93: Both aircraft met at Leeton, proceeded to Gunnedah, via Parkes, Wellington and Coolah. Russell landed in a field about 10 km south of Gunnedah, and hitched into town. Celebrated Peter's birthday at KFC. • 30 December '93: Built an airstrip for Russell to take off, then proceeded to Glen Innes via Inverell, to meet Bob Goodey. Bob accompanied both aircraft to Evans Head. • 1 January '94: Peter went to Mt.Tamborine in company with Bill Knight, Dave Donahoe, John McCarron, Bob Poulson, Wendy and Daniel Gorton. Took some photos to prove we were there, and thus collected the Trophy. Travelled via Tom Cadet's strip at Kyogle, Bob's farm at Gleneagles near Beaudesert. Returned via the coast route, over Murwillumbah, Byron Bay and Ballina to Evans Head. • 5 January '94: Departed Saltwater, via Tenterfield for Glen Innes. Strong winds and smoke from bushfires precluded flying after 11 am. Camped in the Aero Club. • 6 January '94: Inverell, Gunnedah. Bob Goodey accompanied us part way through extreme bushfire smoke. Strong winds precluded flying after 11 am. Spent afternoon at the local swimming pool. • 7 January '94: Coolah, Dubbo, Parkes. Strong winds stopped flying activities at noon. Camped in the Aero Club. • 8 January '94: Forbes, West Wyalong, Narrandera, Oaklands. Extremely strong winds grounded the Kolb in the afternoon. Russell flew on to Echuca. • 9 January '94: Russell proceeded from Echuca to Lethbridge. The Kolb was ferried to Yarrawonga - its new home. Performance: • Kolb Twinstar: average fuel consumption 17 litres/hour at 42 knots. Total flying time about 45 hours. Maximum height due to smoke, strong lift etc. was 9 000 feet. The only damage to the aircraft a slightly bent undercarriage leg. Fuel used was unleaded, with Penrite TS40C oil. • Corby: average fuel consumption 10 litres/hour at about 70 knots. Total flying time 22 hours. Routine maintenance included some work on binding brakes at Parkes. Fuel used was 230 litres of Super grade, with 400 mL of oil. If you have historical information to add please contact John Brandon [contact information]

September 15, 2006 "Rotax Service Bulletin SB-912-043-R1 / SB-914-029-R1 - Change of coolant specification" September 15, 2006 "Rotax Service Bulletin SB-505-010 / SB-535-009 - New maintenance schedule, Checklist and Engine preservation for 275, 501, 505, 535" All bulletins are at this link http://www.auf.asn.au/airworthiness/index.html

iN general ethanol based fuels cause oxidation of many metal parts in a modern engine especially in injectors fuel pumps and carbys. It also causes severe and accelerated deterioration many plastic , rubber and Poly type materials used in modern engines so if you wish to save expensive repair billsI understand from first hand experience dipping into my pocket that it is safer to avoid ethanol added fuels. Most vehicle, motor cycle and outboard manufacturers specifically recommennd no ethanol based fuels in their engines. Brazil is a different issue alltogether with the vehicles being locally manufactured in a heavilly subidised industry to support ethnaol fuels. With the 1973 oil crisis the Brazilian government, then ran by a military junta, initiated in 1975 the Pró-ÃÂlcool program.<?:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /> The Pró-ÃÂlcool or Programa Nacional do ÃÂlcool (National Alcohol Program) was wide-scale nation program financed by the government to phase out all automobile fuels derivated from fossil fuels (such as gasoline) in favour of ethanol. The program succesfuly reduced by 10 million the amount of cars running on gasoline in <?:namespace prefix = st1 ns = "urn:schemas-microsoft-com:office:smarttags" /><st1:country-region w:st="on"><st1:place w:st="on">Brazil</st1:place></st1:country-region>, therefore reducing the country's dependency of oil imports. The decision to produce ethanol from fermented sugarcane was based on the low costs of sugar at the time. Other sources of fermentable carbohydrates were tested such as the manioc. Brazil remains much the lowest cost producer of sugar, at a third of world sugar prices, and produces at 75% of the cost of other major producers like <st1:country-region w:st="on">Australia</st1:country-region> and <st1:country-region w:st="on"><st1:place w:st="on">Thailand</st1:place></st1:country-region>. With feedstock accounting for 70% of the cost of Brazilian bioethanol, no other country could produce ethanol from cane at much below US$2 per gallon of hydrocarbon equivalent with current technology I dont think it is any reinvention of the wheel,but a purely political based policy to introduce ethanol into our fuel. Reinventing the wheel is going to ethanol based fuels. ther will undoubtedly be a push to cleaner , lighter , more efficient hybrids in the future withot any need to go to ethanol once again This is mytwo cents worth based on the repair costs i have experienced from using ethanol based fuels in modern engines. I will now never use an ethanol fuel. Its just not worth it.

I dont know if this information is of any use to you but with evans cooland the CHT guage will read approx 30 degreesC higher than with Gyycol/water mix. this is i am told due to the better heat conductivity of the evans coolant. The AD from CASA regarding this is at the link below http://www.casa.gov.au/airworth/airwd/adfiles/piston/rotax/rotax-021.pdf#search=%22evans%20coolant%22

Article - pilot attitude Aero-Tips! A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") Aero-Tips 09.19.06 A recent press report describes an accident in Mexico. A six-passenger Piper Malibu crashed after its pilot reported engine trouble. The article says two aboard the PA-46 died, and five others were hospitalized. Wait a minute -- that's seven people on the six-passenger airplane. None was an infant in someone's arms, either. The news item says one of the survivors reports "the plane was only supposed to carry six people, but that he and his friends convinced the pilot to take on an extra passenger." Load alone would not have caused an engine failure, unless it resulted from exhausting a fuel load reduced to compensate. But undoubtedly the weight would have reduced glide performance and made control more difficult after the engine quit. Distribution of the weight may have also reduced control authority. The extra passengers (and their bags) might have made a difference in the outcome (this is mere speculation at this point). But why would any pilot allow him/herself to get talked into putting passengers (and themselves) at this unnecessary added risk? The resigned pilot The FAA identifies the fifth "hazardous attitude" as that of resignation-a pilot's feeling that he or she can't wholly control the outcome of a trip or must defer decisions to others. "It doesn't matter what I do," the resigned pilot sighs; it's hard for someone exhibiting this personality trait to stand up against someone who wants to buck the rules. This attitude is especially prevalent in some small air cargo operations, corporate flights with the company owner on board (especially if the plane's small enough there's no door between cabin and cockpit), and in charter flying. Someone in authority (i.e., paying the bills and/or permitting a pilot to build desirable flying time) says "just another bag" or "one more person" or "if you won't fly when you're tired or in a little bad weather, I'll find someone who will" and the resigned pilot throws up his/her hands and straps in. Is there good in resignation In the other four "hazardous" pilot attitudes -- anti-authority, impulsiveness, invulnerability and machismo -- we are able to easily find examples where the attitude can also be an asset. It's harder to find the good in pilot resignation. If a pilot should be resigned about any one thing, it's a realization that he/she will never know everything about aviation, and therefore that there's a lesson to be learned from every flight, every regulation, and every other pilot. If we "resign" ourselves to a lifetime of having to learn even more to be a completely competent and safe pilot, perhaps we can get some good out of this one aspect of an otherwise extremely hazardous attitude. Aero-tip of the day: Resign yourself to a lifetime of practice and study. What you do as a pilot does make a difference, and it's your job as a professional pilot (whether or not you're being paid to fly) to make command decisions that affect safety.