Paul Willett

Why aren't ROTAX liable for this?

I think you are drawing a long bow by inferring any of this from the photo shown. For all I know the drifter was just used to show an airspace user in G - although one could also find an A320, F111 or a B737 in G. When you say Russell 'cites' the drifter, I would be more interested to hear what he had to 'say' about threats rather than drawing all this from a happy snap.

Hi brilin_air, Yes - that is correct. Came recommended to me from fellow Tecnam owners, who have all reported good results. I am not sure what tyre the CTSW has - imagine it is fairly similar - so not sure why the vibration problem might have happened, unless pooling occurred in the tube prior to an even distribution being effected? Paul

Have been using the blue-goo with no problems, 125ml per main from memory, and flew immediately after filling to get the stuff evenly distributed around the inside of the tube before it went 'off'. (Was going to try it in my road bike as well, but at 120psi over a 23mm wide tread not sure how well it would work.) I also carry spare tube, puncture repair kit, and one of those self inflating aerosol repairs in a pressure pack. Have managed 3 puntures in the last two years - but none since the blue goo.

Mike (Pelorus) - Yes, you are probably right about appealing to the conservative forces - but these are prob those who are migrating from GA to LSA (USA), or to LSA/RAA in Aust. Rotax tends to still have a rep amongst rusted on GA Jockeys that emanated from the ealry 90's versions - not the refined and reliable powerplant of today. (I am one of those converts myself). I have also heard on the grapevine that Cessna are pressuring Continental to 'lighten' the engine for the C162. Exactly where and how they will do this would be interesting. As someone pointed out to me just today, it does seem kind of strange taking a 2007 airframe design and putting a 1960 technology engine in it - It would be a real opportunity for Cessna to show they way with this and get some modern engine management systems and componentry approved - if anyone can do it they can after all. I have no doubt it will end up being a very nice aircraft - but I think the early models might be a bit of a compromise to both ends of the market, rather than fitting perfectly in to one. The ab-initio training market sounds like it will be the more lucrative rather that the private/rec which is who I thought they were originally aiming at with the Rotax (and didn't the orig concept have some more composite in it??) Now if they come up with a composite version that is amphibious I might open my chequebook!

ps - I don't want to buy one!

Has anyone here ordered one? I am curious as to what useful load they would be expecting? Also wonder, considering the weight, why Cessna ended up opting for a cut-down version of the Continental instead of the proof of concept prototype powered Rotax - which is much lighter? Better commercial arrangement with Continental than Bombardier perhaps? Does anyone know the deliver time for orders made now?

I must admit I have always been a bit sceptical about BRS, but the circumstances in that Video made me rethink. Personally I dont like the idea of it as a first defence mechanism following an engine failure - I prefer the options of flying the plane right down to the ground and having çontrol over the outcome. But where there is a loss of control due sructural failure or impairment following a collision or other circumstances, or over inhospitable terrain or water it would be useful as a "'last line of defence"' option for sure.

With such a low BEW the ZFW and Operating weight of the day are going to make a difference to the stall speed - however the book figures should be quoted at MTOW (544kg). Personally I have not seen as much variation in pitot/static systems on the Tecnams as has been suggested here. My own view is if you are flying your own aircraft, or one particular aircraft mainly, get to know it - and you will. I am confident I know what to expect from my Tecnam and the safe envelope to fly it in. And to be honest, the figures from the Flight Manual are pretty much spot on. My approach is 60 Knots until about 50 FT, I will slow to 55KN from there in benign conditions if I need to. If conducting a full flap approach (rare for me at my 800m home strip which alway has a crosswind) the speed washes off very quickly just after touching down, so the extra 5KN in the air will not make huge difference to your landing distance in the full flap configuration. VLo is 70KN in th RG and Vfe is 60KN.

I think my thread link might have got deleted. Turns out it was not the battery at all, although the Odysey is just an amazing battery, very pleased I spent the $$$ to upgrade to this amount of power. The real cuplrit was a small amount of Inox spray that had leached in to the starter motor housing following an engine clean. This was causing a short and blowing the master fuse, as it is supposed to as a precaution. Following a strip down and clean of the starter motor housing it has started first time ever since. Another lesson learnt. (And no need to change the master fuse since - although I have learnt a very quick way to do it if anyone else has to.)

Just catching up with this thread tonight on the doggo shift (yawn) as we prepare for another foggy morning at Brisbane airport. I will answer in more detail some of Tims and others questions tomorrow, but the stall speeds are closer to the book figures in my experience 34 flap /40 clean (power off)

Vanbudo - do what I do (and a growing number of Australians) , just dont turn the bloody thing on. Get a good DVD out and enjoy life. I haven't watched TV for nearly 18 months - when I want news I go to ABC or BBC website and select the items I want. It is very liberating.

As one of those who provide this service to you(us) in the Brisbane area, I am a bit perplexed at some of the expectations expressed in this thread. Reading the reference already linked is a good start to clear up any confusion - specifically AIP 3.3, 2.1.6. But briefly: FLIGHT FOLLOWING, is essentially a Radar Information Service (RIS), previously known as a Radar Advisory Service (RAS). Radar Coverage is required (therefore a transponder by default) Continuous Two-way communication is also required - you will lose the service if changing to CTAF and must inform ATC when intending to change frequency. Your service will be terminated. Flight Following Handoff must be requested by the pilot. (Your prompt will be when your service is terminated by the controller - if this is because your are leaving radar coverage - now called surveillance - then it is unlikley an ongoing service will be available to you. If you are not sure just ask) Put in a flight plan when you know in advance you wll be utilising this service - flight plan entry is a big distraction for ATC when running traffic. ATC may be running high level separation and approach sequencing whilst also providing youe flight following. If you have planned it will make life easier for everyone - including you. If you havent put in a plan give a call like: BRISBANE RADAR/CENTRE ULTRALIGHT 7575 WITH DETAILS REQUESTING FLIGHT FOLLOWING. This gives an immediate prompt to the controller you dont have details. When you get the GO AHEAD DETAILS make sure you include: AIRCRAFT TYPE , POSITION, DESTINATION or POINT you want a service to, ALTITUDE (you are maintaining) and POB. e.g. ULTRALIGHT 7575, JABIRU, 20NM north of YBCG, TRACKING COASTAL NORTHBOUND FOR BUNDABERG, MAINT 3500, 2POB. (BTW - if you just want a snapshot of traffic in your area or a position check you don't need Flight Following, just a POSITION ADVISORY or TRAFFIC ADVISORY - we dont need a flight plan for that. Possibly the controller will just ask you to SQUAWK IDENT (the SPI function on your Transponder). Please, please, please, ensure you have ALT selected on your transponder - even if not talking to ATC. There is no SARTIME as such - there is a continuous SAR monitoring service until such time as the service is terminated (either by you or by ATC). Hence the need to monitor continuous 2-way contact with ATC. e.g. if you dissapear from Radar Coverage, and we advise RADAR SERVICE TERMINATED and you do not acknowledge, (even if it is where we expect you to fade from Radar Coverage) we have no choice but to start communication checks and initiate SAR action - as you would expect and hope! A mobile phone number on your flight plan is a really good idea BTW. Another point - dont be surprised to be denied FLIGHT FOLLOWING in designated Danger Areas where Intense flying training is conducted - the amount of traffic can make a traffic advisory impossible. An article in the CASA FSA magazine of Mar/Apr 05 had to following information: The link on the RAA Website is also worth a read: http://www.auf.asn.au/comms/procedure.html#ris

Main differences I can see are lower seating position combined with higher interior fuselage and higher left and right visibility, as well as no obstruction of a wing strut. Also laminar flow wing with resulting higher speed in flight - and on the ground, i.e. TODR and LDR. Has a hinged cowl as well. I am sure there are many other refinements but these ones spring to mind the most.

Wouldn't you think a government leaders conference would be held in the Federal Capital? Why in the most congested city in Australia - cars and airplanes? Just so the pollies wives and entourage can go touring? Shameful. Anyone who was in Sydney during the visit of Cheney will know how much just one unwelcome prima donna over a couple of day can cripple the infrastrucutre. This week long extravaganza will not endear the Sydney public much to our dear leader and his government. Are we going to have US Secret Service in the control towers? I think I already know the answer to that one.

Always wondered about that strip - I used to drive past regularly between Pacific Palms and Port Macquarie whilst working down at the Palms for about 6 months a couple of years ago. One thing I noticed, the strip has lights, but you would need to know exactly how to get in there obstacle free at night.

It that near the "Brothers" south of Kew on the Pacific Highway?

Arthur, What is the deal with the land at YTRE airport? Is it leasehold or freehold? PM me the details if you prefer.

OK - that sounds a bit better. Looking at going 1/2's in a C152 so starting to do the numbers myself on the O-200. Anyone know what is involved in getting a MOGAS approval?

Is it true that to fit a reconditioned 0-200 is around 40-45K? If so, hourly contribution for overhaul is around $25/hr. A rotax would compare favourably against this I should think?

Which weekend is it?

Really interesting that they have done a 180 on the Rotax, despite the 15kg weight penalty - although with the increasing weights with LSA perhaps this is not such a big deal. The VP mentioned the increased TBO - what is the TBO on the 0-200? I imagine there is also a significant cost increase for the Continental engine? Was perplexed at his comments on preferring the Continental for differing fuels - I thought the Rotax was good for this too. Smart move going for Metal if they think 70% will be in the training environment. Those aircraft do get a hammering. I think it is looking like a AUD130K+ price tag considering the config at the moment.

Hi All, I have had a Lowrance Airmap 500 for about 18 months - and it's great. Easy to use, 100's of features you will never use, a few good ones you use all the time, and very customisable. Just lately something strange has been happening, however, and I can't work it out - the unit swithces itself off intermittently when on external power (so far I havent got it to do it on BATT power). Poss causes I have come up with: 1. Vibration? (I have installed a new mount - the old mount had the unit on an arm away from the panel a bit more so possibly les vibration occured then?) 2. Power spike? Happens at random times often with a steady cruise RPM so I can;t be sure. 3. Faulty 12V connector? It uses the cigarette adaptor plug (fused). Anyone had anything similar occur? Normally if the unit is disconnected from External power and it has charged batteries (it always does when I fly) the unit will not switch off.

I have seen the simplest solution to this recently - two 50c screw-type hose clamps, one for each seat. Simple. Effective.

Just a follow up - I have been using the 680 for about 3 months now, and it has power to burn. The speed at which the engine fires is something to see - normally less than one rotation of the prop.