Camel

Hi Chris, I started in trikes, then Jabs and the a C172 which I owned 8 years and sold and got back into bug smashers, I will never go back to owning a GA plane due to expense to maintain. Why did you give away the light flying ? I must admit every time I fly a C172 now it feel like a tank and I can do no wrong as it is very forgiving,

My favourite one. Son, you're going to have to make up your mind about growing up and becoming a pilot. You can't do both.

Just to fly well from the right seat takes a lot of practice, I have met instructors that have difficulty flying from the left seat. I would like to think that the common standard is attained, I also have flown with many that are scary and don't want to see that passed on.

http://www.domain.com.au/Property/For-Sale/Vacant-land/NSW/Forster/?adid=2010154260 Check with these guys, It's for sale. I flew in there 10 years ago in a C172 , good strip then, no good without a boat ride.

You guys are all hooked on pussy.

An old saying " be part of the solution not the problem "

You are correct, I don't have the manual with me but from memory there are three figure, it give a figure recommended for any average pilot, demonstrated and another figure that was done at by a test pilot. When I read the manual I thought it left it fairly open to let the PIC decide as to their ability. I read it a long while ago so my memory is a little vague, from personal experience it handles x wind very well and as others have said it will handle well above 10 knts, Just googled this. Cross winds.The demonstrated cross wind limit of the SportStar is 21 knots – by an experienced Evektor factory pilot on a FLAPLESS landing. The factory recommended maximum crosswind for a pilot of ‘average’ skill, using FULL FLAP is 11 knots. Whenever possible, land directly into wind. If you can’t, adopt the technique your instructor taught you and/or whichever you are most comfortable with. Make sure the nose wheel is pointing in the direction of travel when you lower it on to the runway.

UTC is 10 hours behind EST and 11 with daylight saving, if you can,t do it in your head and have an smart phone then you can set UTC on it.

There is a set format and a good way to understand is use the Visual Flight Guide Rules VFG available online at Casa, down load the book go to page 130 and either side of that as well and you will find fit easy to follow, I hope. Good luck. Link. http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_90008 If your stuck after this I can give you some other links and if that fails I will help, don't worry it is easier than it looks. The abbreviations, format and codes are all in this book,

I would prefer the certified model any day, you could get an STC and fit a 912uls if you wanted to but you can't do that to an LSA.

I believe it is the cost of certification as if any changes are made it has to be re certified e.g propellor. Under LSA changes can be made by the factory any time without incurring any major cost eg propellor. The 160D has the newer type doors, control stick etc if it was certified it would mean more testing and paperwork. Jabiru know that these things work by their testing to get certification under CASA they have to meet strict standards and prove it.

People seem to be confused and there is a reason, the J230, J170 and the 160 D are LSA and the factory certify them under the ASTM. The J160 C is Certified by CASA.

There been a bit going on, see link. http://www.recreationalflying.com.au/threads/possible-scam.66251/page-3#post-311570

In simple language, the regulations state that a VFR flight from control to control must have a flight plan lodged, other flights it's up to the pilot but without a flight plan could result in a delay to get clearance into a control zone. flight plans are normally a lodged document by fax or NAIPS with relevant info but also can be done by radio on approach to a control zone as most recreational GA pilots flying GA or RAA aircraft would do. I am fairly sure all IFR flight require a flight plan but I am not up on IFR procedures. The short answer is Yes RAA aircraft operating in control must comply with GA requirements.

Hey Maj, Pete and Hongie , have a look on RAA members market website.

Just out of interest, what length are you talking about, I'm interested how short a strip a J230 pilots would use and what would be your minimum with clear approaches ?

I agree the practice is dangerous in uncontrolled airdromes. I believe the problem in many airdromes where RPT operate and have problems is where there is no parallel taxiway so when a plane lands the problem is it must back track on that runway. This problem exists at many regional airdromes and should be addressed at individual locations by the airdrome operator, as a plane cannot follow another in without danger. Light aircraft usually follow each other on a back track by communicating their intensions, I believe it is the practice of RPT not to have any aircraft on a runway that they are using for their operations manual. At some airports the plane will taxi to the end of runway turn around and take off, and if another is in the circuit you do not have time to enter and back track without becoming in the way. The main problem is not having taxiways to clear runways. I originally trained in Trikes at a busy airport with RPT and it was not a problem as it had full length parallel taxiway with multiple entry exit points. Having said that I still don't think orbit are the fix and I think that it is dangerous and poor airmanship. I have dealt with RPT in a training environment and it requires good simple BRIEF communication to understand positions of all in the CTAF but without taxiways it takes some time to clear runways.

I was requested to orbit transiting Williamtown control when a mayday was happening, all ended well. They just wanted everyone out of the way. I agree with rejoining midfield. Everyone should have a copy of this, I keep an electronic copy. http://www.casa.gov.au/wcmswr/_assets/main/pilots/download/vfr/vfrg-whole.pdf

Did you mark your renewal for your details not to be shared, just a thought. As I marked my details to be shared and I have email

I would be interested in the transponders that you recomend I have always had a transponder for this reason but I have no mode S.

It was a 94 Airbourne Edge executive 582 with original edge executive wing.

Yes Crezzi, a long time but will never forget, I would have thought a trike was unspinable too but it did. When the trike hit the wake the nose dropped instantly and facing vertical at the ground and rotating to the right, the ground was coming towards me quickly, I was holding the bar neutral and pulling against the rotation that is I was trying to steer left, the rotation stopped and only then I pushed the bar forward to get out of the dive. A mate who witnessed it was a hang glider pilot and said he was amazed how quick the nose dropped and how steep it went down. I was told by my instructor to keep bar neutral and stop rotation first, to move the bar in or out will put it totally out of control. At a guess when it dropped it literally was falling not flying the rotation was caused by the only lift that one side of the wing was offering a little lift and drag, when rotation stopped the control came back very quickly. I would not know if this has happened to anyone else and my instructor indicated it was very unlikely to happen, I can only imagine it would take wake turbulence or wind shear to initiate this situation, I know that if you pull the bar in during a stall the trike could tumble but I have never heard of it happening. I will say the plane came close and the fact I steered away to the right gave him the chance to steer more right to the front of me putting me directly in his wake, I was probably steering right when I hit the wake hence it spun to right. Hope this helps, happy to share.

5 years after that I did spin training in an 150 aerobat prior to doing my RAA instructor training, I did 2 hours and enjoyed the experience but I could taste my breakfast in my mouth. I was also very lucky to do it with a very experienced career pilot with all the credentials in a variety of aircraft from GA, AG, gliders, ultralights and gyros. He would not do RAA instructor training without the spin training. My spin training was written up as a BFR for my PPL. During that flight we did other manovers and importantly demonstrated stalls at high speed proving angle of attack versus airspeed. I believe anyone who is curious about spinning training could consider doing it with a Glider instructor as I believe it is not as frightening, it is a good thing to do and could save your life, when my trike spun I did not panic and remembered clearly what to do, I'm glad I asked the question, I don't know whether I would have panicked without the knowledge. Glad to hear Frank you are responsible and did spin training, makes you a safer pilot.

A simple test is with engine warm squeeze the radiator hoses by hand causing the system to increase pressure and observe any leaks.

This is something that happened 15 years ago, I was out flying my trike and my mates were flying in a Cherokee they decided to fly slow next to me and did this several times my radio did not work at the time as the plug had fallen off the back and I wanted to tell them to get away, the third time they came around I steered away and they steered to me and I hit the wake, the trike went nose down and spun. In ymy training I asked how to fix a spin and was told how and told you will probably die before you fix it, so here I was in a spin in a Trike at 2000 ft above ground, I did what was instructed and it came out and fixed the dive and then told my self lets land and never fly again. I told my old instructor about it and said I was lucky to survive.