Tracktop

Bluey,for others to learn from if they wish to learn.

Cheers

 

Alf

And for that we are thankful and appreciative. :thumb_up:

 

 

Hi and

 

Trikes, gotta love that open air all round view.

 

 

The suggestions so far are all good. If your unsure what you are doing, using a globe (low wattage) initially is better than a meter eg if you try looking for current with the meter and the fault is large, you may exceed the current capacity of the meter. If you look for volts in series with the circuit you could get false readings from non critical high impedance loads if there are any. eg clock, radio

 

You could also have multiple or intermittent faults.

 

By all means look and try, and at the end of the day if you cannot fix it

 

I KNOW it ain't a hard problem to fix for the right person with the right tools.

 

AND even if they charge (comparatively) high rates, they should fix it quickly, so not lots of hours charge out time. If they can't they're not the right person MOVE ON to someone else

 

AND its got to be MUCH MUCH cheaper than the sell or burn option.

 

Then you can enjoy your ac as it should be enjoyed.

 

 

Sounds like you need to change the type of person looking at your plane electrics

 

Maybe try an auto electrician with the right tools and expertise to locate your problem.

 

It cannot be that hard to locate the problem for the right person.

 

Ray

 

 

Hope you have a quick recovery.

 

Hope the cows weren't watching

 

 

:thumb_up:

 

:thumb_up:

 

:thumb_up:

 

 

If you accidently deploy an unregistered OS beacon and they come looking for you because they cannot check first that it's most likely valid, and then they find you residence is in Aus can / will they bill you for the effort?.

 

If you cannot register an AU beacon without an AU residency then can you register a US beacon without a US residency?

 

 

While looking at another thread re SAR followed to this link

 

http://beacons.amsa.gov.au/beacon-models.html

 

down the bottom it states -

 

Purchasing overseas

 

If purchasing distress beacons overseas for use in Australia; make sure that they will meet Australian Standards and Class Licence requirements. Information on the Class Licence that authorises the use of distress beacons can be accessed from the Australian Communications and Media Authority (ACMA).

 

Canadian Class 2 PLBs

 

Canada has now amended their Standards to allow a Class 2 PLB that is not required to float. This beacon does not meet the Australian Standard and will not be registered in Australia.

 

United States Coded PLBs

 

We are aware that the United States requires all PLBs for use in the US to transmit the letter "P" in Morse over the homing frequency of 121.5 MHz. This is not permitted under Australian Standards nor by the ACMA's miscellaneous Devices Class Licence that references these Standards and therefore these distress beacons should not be used in Australia. Any 406 MHz beacon registered with AMSA is required to be coded with an Australian country code. You may have difficulty recoding a 406 MHz beacon produced for the US market. There may be beacons manufactured to other national standards that are not compatible with Australian standards. You should make sure that any beacon you purchase will comply with the Australian requirements.

 

An important message for beacon retailers

 

If you are selling a 406 MHz distress beacon in Australia AND if your customer is not an Australian resident or company with an Australian address and contact details then they should be advised that they cannot register it in Australia. You must offer to supply a beacon with coding that is appropriate for registration overseas. For more information on registering a distress beacon in Australia click here.

 

 

 

 

 

An important message for buyers

 

If you are buying a 406 MHz Distress Beacon in Australia AND if you are not an Australian resident or company with an Australian address and contact details then you must not buy an Australian coded beacon because (as a foreign resident) you will not be able to register it in Australia. You should seek advice from your supplier about coding a beacon for registration overseas.

 

 

Hi Diablo and welcome

 

Hope you find someone to share with

 

 

It may depend on the skylight material used in your hanger

 

Just copied the following from the Laserlight web site

 

Others brands may be similar properties but I have used this product in the past so knew it had some UV protection - I haven't used it for hanger skylights though

 

eg

 

Laserlite® 2000 is light weight, durable, 99.9% UV protected

 

A co-extruded UV barrier protects you from harmful UV radiation and the product from UV degradation and yellowing.

 

 

A good summary I think Glen :thumb_up:

 

At the end of the day we are in this to fly

 

Both seem to allow us to do that in similar fashion.

 

Any cost difference is so small compared to the overall cost to flying, it's probably not going to make any difference.

 

What else you fly, who else you fly with, and who you train / check flight with is perhaps more important ?

 

Depending on your interest one or other monthly magazine may have better appeal :ne_nau:

 

 

And friendly:big_grin:

 

Hi and

 

 

I have small to zip knowledge on other brands other than what I read , research and see so I didn't and wouldn't put any down without that knowledge, I do see a lot of Airborne owners that are very happy with their choice. but :stirring pot: gets you people talking and that's got'a be good.

 

Yes Chris stats are industry stats provided by Airborne to me, and came in a discussion about Airborne trike accidents world wide instigated by me. Since you raised it, the other stat provided was 90% of trike schools world wide use Airborne trikes to train in. If it was my business then I would expect to know where I stood in my industry - especially if I was at or near the top of that industry. So I have no reason to doubt the numbers provided are unreasonable even if they were ball park ( it was a casual conversation while at the factory.) It's a KPI I would expect them to know.

 

Hows the weather out there Chris, better than here I hope. How about posting a pic of your current trike.

 

 

Hi ScottOne thing we learn as a trike pilot is patience.

JIM

mmmm so that's the bit I'm having trouble with , weather over here has been dealing the same cards. Still the journey is good :big_grin:

 

 

Hey Geoff

 

How about a pic of your trike - the world's most popular brand trike outsells it's nearest competitor world wide by 2.5 to 1 ;)

 

also to the forum.

 

 

Hi

 

I believe the SST has to be registered Light Sport

 

The required new mast is stronger to take the extra force of the trim speed adjustment but I didn't really look that closely at the configuration. I only stood under it for 3 days :baldy:

 

 

Hi Brett

 

I have been trying to research this and have have many discussions about it

 

Including being shot down for my thoughts here, but

 

The more I talk and listen the firmer my belief is that -

 

The higher the 3 axis hours the longer it will take to become trike proficient (safe)

 

In fact I believe the requirements should be changed to require longer training than non 3 axis experienced with a different structure of training.

 

I'll stick my head out even further and say a good proportion of trike fatalities involve high 3 axis hr, low trike hr pilots.

 

Conversion is certainly achievable but I believe the training requirement needs restructuring in this area.

 

Yes I am a beginner, No I don't fly 3 axis, no I don't want over-regulation, yes I do want to be involved in a safe sport,

 

and yes I have talked to high hr 3 axis pilots and have found the more experienced the quicker and more concerned they are about the difficulties of conversion.

 

I'm still trying to understand and learn the problem but it is along the lines of -

 

The perception is I can fly a Jumbo how hard can it be to fly a trike? - Easy

 

well Yes while all is going well. Its the primal response that needs to be developed. This must be developed in parallel with your existing and different 3 axis primal response, and this takes time, more time than if you don't have an existing one.

 

By all means learn to fly a trike, and there seem to be many that fly both 2 and 3 axis very successfully. Just start with the correct perception of what it will take.

 

As an aside discussions I have had with 3 axis instructors suggests that conversion 2 to 3 axis is less critical safety wise.

 

 

I'm in

 

 

Hi

 

I believe they are plated the same as the streak 3 but feedback so far is it actually has a stall speed a couple of knots slower, trims faster and has lighter bar pressure but weighs a few kg heavier. Those that have flown it are already now saving their $s ;), they loved it ( no I haven't tried it yet.) I am lead to believe the waiting list is long at present with orders from the US.

 

Nah top wires are still there then again it would probably collapse without them :big_grin:

 

Yes Ozzie its a flat top, not sure how similar to the Moyes though. I know, as you would expect, there have been a few prototypes to get to this design.

 

 

And a nice job you would do of it too, I'm sure

 

 

Trikes are just made for this. :thumb_up:

 

Small light trailer or even the back of a ute, wing packs in a bag.

 

In this config doesn't even take up much garage space

 

 

Hi

 

Just a pic of Airbornes new strutted wing.

 

The one on the left ;)

 

 

 

I guess if you fly trikes and 3 axis then RAA is the obvious choice.

 

If you fly trikes and hang glide then HGFA is the obvious choice.

 

If you only fly trikes (me) then it probably doesn't matter too much - except

 

for what your school your with - closest / best / started withetc.

 

Trouble with being in the "cross" category I suppose.

 

Like owning a Suburu of old - wasn't really a 4WD wasn't really a normal car - now main stream. :confused:

 

 

Hi Scott

 

Yes love my high windscreen too

 

The speed difference between trikes could be a difference in the trim setting ( the handle on the right of the A bar) to slow the trim speed down, or could also be just a difference between wings.

 

I think I ordered my trike after about 6 to 8 hrs training too.

 

Recently went solo at about 35hrs. The course structure I am working to (HGFA), you don't solo until you can do glide approach landings consistently, stall and unusual attituded recovery etc, etc. Better and safer not to rush it and reduce the possible stresses on your trike from hard landings etc

 

Like my streak, when new it was trimming at about 70kts though I think its trimming a but slower now its settled in. Used a number of wings early in my training but at that stage of experience the only noticable differences to me were windage / speed, a bit of bar pressure difference and take off distance. Since then only flown the streak.

 

Enjoy the journey.

 

 

Hi Scott

 

Good choice :thumb_up: but then I'm biased :big_grin:

 

Did you go for the high windscreen as well?