Geoff13

I have read the book and I believe that the FO is given all the credit in the book that you obviously believe he should have been given. I have not and am unlikely to watch the doco's or TV shows for the very reason you describe. First priority for TV/Doco's is to sensationalise and make a good story to sell advertising. Also from the book I was led to believe that there was no doubt that every on the flight deck that day contributed to the safe landing of the aircraft. It does however as it should, leave you in no doubt that at the end of the day there was only one PIC and that is as it should be. Had it ended badly there is no doubt where the blame was most likely to be directed. We always see on this forum comments like He was PIC, You were PIC, or You were not PIC how could you know etc. Not having a go at you DR but I found the book to be credible and certainly credit thanks to all involved.

Damn and Bugga LOL

And maybe you can move over there to oversee the process. As Phil would say I'll get me 'at shall I.

If you fit a Facet Pump, check the wiring very carefully.

If anyone is interested, we are going to do it again. This one is likely to be bigger with 200 plus loads already donated. Below is a copy of my recent Facebook Post. "For all those people who have either offered to help me during the last Hay Run or since in the lead up to the next one. Here is your chance. Watch this Video and at the end it shows where you can donate. All donations to this site will end up putting Diesel into a truckies fuel tank. This is the best way to donate. I know a lot of people would like to donate to me or someone they know but a lot of these drivers are struggling themselves and this is the fairest way to help a lot of drivers. The more drivers we help , the more trucks we get and the more Hay we can shift. So have a look at the video folks. It shows the Qld Drought Map effective 1 Feb and shows that this drought is not over yet. I thank everyone who offered to donate money to me to help with fuel but like I say this way all the truckies get a fair share. This is not a big name chariy, there are no fat cats milking the donations, any money you donate will go into someones fuel tank."

When buying Fruit, I go to the Fruit Shop. Their after sales service and customer backup is second to none.

Good question. The only t/w I have flown is a Drifter. This is bigger and heavier. On the ground to be honest the rudder pedals, especially the right one feel useless. When taxiing I can not get it to move right at all without brakes. It has a climb rate equivalent to my Hanuman when it had the Jabiru motor in it. It is difficult to get into and out of and very cramped once you are in it. Having said all of that, it should all get better with practice. I am certainly going to need more lessons though.

I offered you a pair in post #46 Pointed that out in #46 as well. It appears that when someone answers Neils concerns with facts from the manual it is unacceptable to him and he is looking for reasons that it is wrong Sorry Neil but if you want people to install the engines IAW the manual you must first accept ALL OF what the manual says, not just the bits you like.

No mate it has been purchased by CRA and is now online at Caboolture.

The C140 is now in Brisbane and I have had my first intro lesson on it. Let me say at this point in time I would say it is a challenge. LOL

You flew around the back of and below me on your way home. I was just north of Bribie bridge as you guys gave your north Bribie Bridge at 2400' call. As you flew past to the north of me I stooged around and followed you to Beachmere. Been doing some testing over the last 2 days so couldn't make it over the ditch to Straddie.

That agrees with the installation manual.

I was thinking the same thing, with a user name like facthunter, one would think he would get it right every time.

Maybe you should ask Foxbat that question, I have and I know the answer. In fact I was part of the reason that they stopped fitting them.

Firstly let me say that I am aware that Neil is a long time member of this forum and he has a unique style. I am ok with that we all have our own styles and some are easily accepted and others are not. In the above OP of this thread Neil stated that "planes that do not have fuel pressure gauge grounded" as per the Rotax installation manual. When I queried that fact ( I didn't say it was wrong, just asked for clarification) I was quite rudely and bluntly put in my place and told as you can see below to get new glasses. Neil to his credit did give me his reference, which by the way has now been replaced with a later version, helps to read the latest one Neil even though I can't see any glaring differences in this section. So above I was told to get new glasses and it was inferred, and in a later post stated that I had obviously not read the manual. (That is tantamount to calling me a liar). Well Neil if you call me a liar then I am coming head hunting. I then quoted Neils reference and highlighted where the manual states what is required and a fuel pressure gauge is not required as per the Rotax installation manual. I thought at that point Neil may apologise for calling me a liar and correct his error. But no such luck. He just swung the discussion to why there should be one. Now I do not know enough about it to know if we should or should not have one suffice to say that of the 15 or so planes that I have flown I am not aware of any of them having one fitted. Most of those aircraft are LSA's so you couldn't fit one if you wanted unless the manufacturer approved it. He then quoted several pressure requirements that need to be met to have safe flight. After noticing the glaring error in Neils figures I said nothing, however JimG offered Neil an out and suggested that maybe he had left out a decimal point and even explained why. Well below was Neils response obviously he hadn't made an error in his opinion. Well Neil I would be more than happy to lend you a pair of my glasses or you could duck down the chemists and purchase a pair for around $10.00 If you care to refer to your own reference, "BRP rotax 912 2012 installation manual for rotax 912 B R P power plant return line to tank with a none return valve page number 1 to 10 item number 73-00-00" The stated fuel pressures Max 0.4 bar (5.8psi) or 0.5bar (7.26psi from pump serial 11.0036) Min 0.15 bar (2.2psi) As has been said Neil has a unique style, and he has a special interest in this area. I respect those two facts. However just because your style is loud and/or abusive, it does not make you more correct nor does that alone make your statements correct. Nor does being a member for a long time or being a friend of the site owner make your arguments any more valid. I was not offended by you telling me to get new glasses as that is your style and I recognise that fact and accept it. I was however offended by being called a liar and have waited for almost 48 hour to allow you the opportunity to retract your comments or apologise. You have done neither. As a result I have felt it necessary to call you on your errors and suggest that you read the same reference that you accused me of not reading. I spent 7 months of my life fitting a Rotax 912ULS in accordance with the Installation Manual to the best of my abilities. To be told my aircraft should be grounded because someone has an axe to grind and interprets the Manual differently to me and all the reference people that I spoke to quite simply pisses me off. I am aware forums are just that and the written word can be misconstrued. I am also sure that Neil and I given a face to face meeting would get on fine and would probably after a simple discussion come to an agreement on this issue. But this is a forum and as such irrespective of your style you should try and write to the audience available. Sorry if I have come across as a bit harsh Neil but get your facts right and be Man enough to "Fess Up" when you stuff it up.

Paul I would have thought that buying into a syndicate where you have the aircraft for 1 month of the year rather than 1 day a week would be a perfectly viable possibility.

Relevant and experience being the operative words. To many uni student are trained to be unemployable but do not realise it.

Neil. I can see you are passionate about this so I shall ignore your apparent rudness. You may have seen my post as questioning your comments, I was in fact questioning my own understanding of the manual. From my reading of the following a fuel pressure gauge need not be fitted and from further read of the same cahapter a fuel pressure gauge should (not must) be fitted if the Rotax distribution manifold is not used. That is the 4 way distributor manifold with the restricted oriface in the return outlet. It does go on to say fuel pressure should be tested to be within the upper and lower limits. From the reference you quoted above, from page 3. "Depending on the configuration of the engine the fuel lines from fuel pump to the carburetors are already installed by the manufacturer (optional on some engine). Only the following connections per Fig. 2 have to be established: - Feeding lines to suction side of the mechanical fuel pump (5). - Lines from pressure side of the mechanical fuel pump to inlet of fuel manifold (6). - Returnline from fuel pressure control to fuel tank. P.S. I do wear glasses and have had my eyes tested quite recently, that does not however mean that I correctly understand everything I read.

Interesting. I have flown in excess of 15 different aircraft over the last 18 months. More than 10 of them were LSA's. I have not seen a fuel pressure gauge. I haven't seen in the Rotax instalation the requirement for a fuel pressure gauge. Not saying it is not there, just that I have not noticed it and I have read the manual. I certainly found the part about the fuel return.

Now that comment I totally agree with.

Sorry. NAH not really.

Agree the site is a total Cluster F*** We had a great resource in our classified section and have lost it, as we lost the paper magazine.

I went out from Caboolture yesterday. Kilcoy, Watts Bridge, Gatton Airpark, Clifton, Boonah, Heck Field then Home via the islands. Weather although it did get hot was beautiful for flying. Considering the terrible weather over the last few weeks it was brilliant.

And that is the basics, we can only go by what is written and approved for use. What might be and what will be means nothing here and now.

That actually explains quite a bit and confirms my thoughts on the differences that I found when I converted my Jabiru 2200 over to a 912. Using the manufacturers data for both engines I calculated a weight increase of approx 10 kgs. In fact the actual increases was 16 kgs which led me to believe that the original earlier versions of the J2200 (which mine was), where in fact lighter than the current updated versions.