seb7701

That's it 'freedom and advantage'. Not so much trying to avoid rules, but moreso to avoid the hassles of GA. Now, if only I could find an economical way of getting one of the many C120's I see listed on barnstormers over here...... From this discussion though, I do hold hope that this might be one day do-able.

I like the starter and battery removal. Likewise, I would be curious as to the weight savings with removal of the old instruments, many of which I'll bet run deep into the panel with a hefty weight also. All sounds do-able, depending on what the RAA is thinking, although I wonder with recent rego issues whether now couldn't be a worse time to ask for rego leniency. Like. Don't know the whereabouts of a 120 yet....

Excellent. Interesting reading the 'ol register - someone has even shoe-horned a super cub into RAA!!!

Well there you go eh?There are several C150's, a C140 and a C120! I wonder if any of them still have two seats?

It's like a Tri-pacer I found recently in NZ for a reasonable sum (not that I have the $$ right now), I am sure it would be a great plane with a little history, but the thought of a 100hrly frightens the pants off me!! Anyone else think this has potential? http://www.trademe.co.nz/motors/aircraft/aircraft/auction-582891623.htm

Given that I would like to have a PPL by the end of the year, it's a bugger as flying the darn thing would be OK, it was just that one of my incentives was the decreased maintainance costs/dramas associated with RAA craft as opposed to the GA regime. I would love to know if there would be many weight savings to be had if one looked closely. Fuel capacity is 95 litres and MTOW is 658kg.

Yeah, thought so, but always wondered, given the difference in weight between the 120/140 and the 150 series. Not to worry. Thanks for the replies!

Hi all. I know the whole cessna to RAA rego thing has been touched on regularly, but can anyone tell me whether means exist to have a C140 or C120 registered RAA, given the MTOW is 658kg and the curiosity I have as to whether a few kilos could be shaved off, starting perhaps with some of the old and presumable heavy instruments which I imagine would be fitted to such an old a/craft. I am not sure as to the requirements for LSA, but I'm sure someone will set me straight. I just figure that if a C150/152 can be done (although I recall that this occurrence was questionable...), a C140 would be easier and might even keep both seats!

Like so many others - shock and disbelief barely describes my thoughts at present. This is the true definition of tragedy and condolences to Fisher family and friends. He was a true legend pilot and just a great bloke to go with it.

It should have a VH rego on the side for that price....

Hell of a vid and hard core for the best of reasons. Love what the USA has going on when it comes to flight safety and aviation in general! Thanks for posting Mark.

Thanks Dave- looks good...er.. scary...

Thanks- had me wondering there... That could be the go, but just wish I could fit, say, 2 x bantams in to make it worth while. Keep one, sell one. Not sure what the container is worth but the next frustration- no country seems to have as many duties/taxes as we do when it arrives at the dock...

LCL??

Would it be any easier getting one over here from NZ? I have to say that I would be by interested, however last time I got an initial shipping quote for a motorcycle I nearly fell over, let alone and aero plane! As was mentioned, the de-winging and loading would be the biggest hiccup I would think.

I visit Nindigully frequently, but I am still thinking if there is a strip nearby.... Not a pub, but I'm fairly certain you could get a feed at Cherrabah Resort near Warwick, which does have a maintained strip last I heard. http://www.cherrabah.com.au/

Heard vey good things about GoFly.

I googled 'jabiru engine problems' and nearly fell over when I saw what exists. There is some suggestion that Rotax 4 strokes initiated with some stumbling blocks, which makes a couple of Jab issues expected, just not the way Jab appears to respond to these hiccups (based on what I have read). The frustration on the situation remains that if Jab received their issues positively, I would have thought that they would truly be a real market force given their potential and price. Many a time I have thought of he sweetness of a 2200 on the back of a Drifter!

Interestingly , I am still noticing regular Jabiru installations occurring in the USA and UK according to my occasional readings in kit planes and other overseas mags, in a variety of aircraft. I think the 3300 is the one though. Whilst we obviously have the largest proportion of installations in Oz, I would love to hear whether there are any issues over in these other locations or whether perhaps things such as cooler climates have proven to aid running conditions somewhat. Just curious.

Fantastic...

I hate to say it, but it appears another of our brethren has left us. http://www.abc.net.au/news/2013-01-11/ultralight-pilot-killed/4460904

Go the 582 any day of the week. If the engine is privately owned (as opposed to a club craft) and probably warmed up/down etc, they seem to go for a heck of a long time and despite the 2 stroke aspect, don't seem to have had cause to be scrutinised to the extent that Jab motors have. I reckon that speaks volumes!

https://www.youtube.com/watch?v=YwxoLlQlruU Sorry, seemed like a good time for a trip down memory lane....

Very well done! I am honestly curious - although no evidence of fire etc, would one tend to kill those mags/fuel and get the hell out of there??

I hear you. I have eyed off the heli-cycles for a long time now and they appear to be the best of the 'non-rotorway' experimentals. In a lightning, well...."Brace yourself Maverick, we're going ballistic...."