Camel

That's how I see it if jabiru were smart, I don't think jabiru think that way. If I went to Natfly I would heckle jabiru about Camit fixing their engine and them too silly to use it !!!

I think the simple way at Coffs is to tell Airservices to send the controller to lunch permanently or push to allow RAA to have access. Tell Casa that they are endangering lives sending RAA west of Coffs and is causing safety issues. Otherwise wait for RPL get medical and CTA training and your set. Can't understand why you need a medical when Airservices can send the controller to lunch when you want to go through !!!

I'm no KR2 expert but am aware that the design of Morgan Sierra and Cougar share similarity in the design, the cougar and the Sierra have low stall speeds, I would suggest talking to Gary, I believe he put Sierra wings on a KR2 some time ago, and does a lot of repairs and mods to KR2's. Gary is very knowledgeable, experienced, helpful and a friend. I have over 60 hours in the Sierra and Cougar and like them very much. http://www.morganaeroworks.com.au

Hi Andrew Sounds like you have invested some time, money and experience into Jabiru engines. I hope the Camit engine is a great success and hope that Jabiru allow the use of it in its LSA aircraft. As a motor mechanic I am confident that the Camit engine will be a success but I think Jabiru have ruined peoples faith in their brand by their unwillingness to address problems that Camit have addressed. Almost everyone knows that Jabiru have engine problems even if they know nothing about aeroplanes , most articles written about jabiru engines are unfavourable and some aircraft manufacturers are not wanting to use the Jabiru engine, so Camit will have to prove itself and it sounding positive at this point.

I remember reading about your modifications to your 3300 jab engine, including the through bolts you got from WA. What happened to this engine ? Or is this it ?

At lunch time Coffs becomes a CTAF and before and after day hours, the fact that when the controller is not there you are allowed to transit as a CTAF, the reasoning is a little bizarre, you would think it would be safer with a controller. There is no heavy traffic through Coffs and no reason why all aircraft could transit. I owned a hangar at Coffs for many years and transit a bit these days (with PPL in LSA plane ), and they like you not above 1000' and over water, it is a very easy procedure at Coffs as all landmarks are well defined and radio is minimal, it would be very easy to be trained to use coffs airspace to transit. The controller mostly keeps RPT over land and light aircraft over water also gives inbound light aircraft runway 10 to keep them off the big runway. I can not see any reason to let all aircraft transit Coffs and with increased safety as the West side of Coffs is not good terrain and usually cloud covered. Port Macquarie is just as busy as Coffs and I believe it is busier, it is not control and has easy access around, I would like Airservices to explain that and Casa might try explain the safety issues in forcing people west of Coffs through Less than ideal conditions. There is no will by Airservices or Casa and no way they want to listen, they want everyone to do what they say and blame safety issues on those not doing as told. Anyone who transit Coffs Coastal is taking the safer option. SURELY safety is important.

I looked at the article and was bewildered by the wheel under the fuse, I looked up the aircraft reg and was intrigued by this plane and it has been around a while and has some history, seems like a very advanced plane for its time. I enjoyed seeing the history and thought worthy of sharing. Hope it's flying again soon, glad no one was hurt. http://www.edcoatescollection.com/ac1/austcl/VH-DUT.html http://www.atsb.gov.au/publications/investigation_reports/1969/aair/aair196900026.aspx http://aviation-safety.net/wikibase/wiki.php?id=158275 http://www.goodall.com.au/australian-aviation/metasokol/czlmetasokol.pdf Airframe Year of Manufacture:1962 Country of Manufacture:CZECH REPUBLIC First Registered Date:12 August 1993 Airframe:Power Driven Aeroplane Landing Gear:OTHER Engines No. Engines:1 Manufacturer:WALTER-MOTORLET NC Type:Piston Model:M332 Fuel:Gasoline Propeller Manufacturer:METALLIC FIXED PITCH PROPELLER - MANUFACT. & MODEL NOT IDENTIFIED Model:FIXED PITCH PROPELLER (FP)

Common sense and a brain, a puppet.

Look again, I'm sure there was Australian sellers.

I didn't know what they were so I googled it out of interest, does this help you. http://www.ebay.com.au/bhp/dzus-fasteners There were a lot of google results for sellers.

Never done this job before but have done a lot of rigging and would think that it would be pulled initially with another cable or tierfor to set up and get aligned then you would have a better idea of lengths of cable and position of turn buckles when you install them. Just a suggestion, good luck.

Frank there is an ASTM standard now for in flight adjustable propellers but it can not be back dated I believe, so new ones now can have it and the certified ones prior 2006 can have in flight adjustable props, that is my understanding.

Class C is 4500 and is Brisbane Centre and I believe most transponder coverage in this area is around that height and below this height is very unreliable.

What ! Has something changed ? Coffs is class D and does not require a transponder or required to issue a squark code other than the usual squark 3000 in Class D if equipped. Coffs does not have radar to pick up transponders, or does it ?

Just a suggestion about power lines ( if that paddock is the best option), if you spot power poles then aim for and above the pole this will allow you to see the wires and see what direction they run, it is easier then to avoid the wires. I was trained this way and we actually landed in paddocks over power pole on practice engine failure and when doing precautionary search and landing, when he said let's have a simulated engine failure and pick a paddock, I picked the right one, the one he bought grog for the farmer to use the paddock for practice so we could actually land and stop. Also there is the 5 S 's to always check for. Size. Shape. Slope. Surface. Surroundings. I am not a glider pilot, but others have explained methods of estimating glide distances. I have done one hour in a glider and found this a great experience. Also did a BFR with a all round instructor and demonstrated thermalling a C152 which is a great thing to experience and be able to do if you have that as an option with an engine failure. I would recommend at least one flight in a glider to learn a few techniques.

Thanks djp to point that out as I remember that a GA engine on condition could be used for training but not for charter. I believe that RAA require that a factory built recreational aircraft can be used for training and must be maintained to manufacturers recommendations which means TBO times to be observed.

There is a dead baron (I think) and a Cessna 337 at Kempsey Airport, get onto council at Kempsey been there for years.

I was told it was done on a j230 at Cessnock by a well known L2, this was a while ago and I never followed it up to see how it went later but at the time he said it was good. I can't see why it wouldn't give better cooling.

Is that in USA..?

Under those circumstances then Casa should not ramp check at RAA functions nor should they do audits on RAA and CASA should stay out of RAA affairs if they are not interested in safety also LSA can be registered GA and CASA did certify the Jab engine so as I said before, the blame can be put straight at CASA.

Summed up perfectly ultralights, and as I said before there is no other that is in the class of the J230.

Just watched it and thought I'd pass it on. http://player.vimeo.com/video/48642618

Practice for the first question and foot rests for the second. On a serious note it's about keeping a plane in balance as opposed to making corrections on final with rudder, a no win argument but what I can say is go out in a decent cross wind close to the planes limit in a familiar plane and instructor and do some circuits and learn to understand the effects of the controls and you will do predictable landings.

dazza you spelt pedals wrong, LOL