River

G'day PaulN... Nice pics,looks though as if a right turn on a missed approach would be out-of-the-question with those power lines Cheers, Rodger

G'day Team, I note Garmin has a new PDA on the market with a faster processor, etc. The iQue M5 model. Anyone yet purchased one of these new units yet or heard of its performance? Rodger

Its pleasing to see we all still have a good sence of humour... Good shot! Cheers, Rodger

G'day Glenn, Whilst there can be quite a number of reasons it does sound like it may be a pressure/venting problem. Maybe a incorrectly seating fuel cap seal or the likes off? Rodger

G'day, I would suspect SFA... UV is quite a difficult radiation to fully block out without using quite expensive and quality material, especially if you're skin is sensitive to UV. A lot of overseas aircraft and overseas anti-UV materials are not up to top standards as with our Australian conditions. Best if you seek some professional advice on this subject. Cheers, Rodger

G'day "team", At the 'fear or treading on angels'... After viewing some video taken of a GA accident in the Archerfield aerodrome area (Brisbane, Queensland) with a Cessna 182 a few days back - on the vision viewed one could think that if the aircraft was equipped with a BPS both the pilot and those on the ground may have benefited from the incident. As the aircraft was (originally at 1500 feet I believe) and over a residential area the aircraft may have 'landed' in the housing area area under a BPS with considerably less damage to all concerned. Yes, I know it’s a long-shot with this incident but the carriage and use of a BPS is something we all should seriously consider fitting to new aircraft. Retro-fitting to older aircraft should also be seriously considered too. Remember when everyone laughed and coughed when vehicle airbags were just starting to arrive on the automotive scene! Today – standard feature… Yours in recreational aviation, Rodger

Ace.... well done Cheers, Rodger

Something is AWACS here... Nice one... Rodger

The new South East Queensland weather radar has been updated to this new doppler unit and new location site... Brisbane (Mt Stapylton) Doppler Radar http://mirror.bom.gov.au/products/IDR663.shtml BoM Statement... Objective: To provide advanced weather forecast and warning services for the Australian Community through new software applications, staff training, the installation of six modern Doppler radar systems in locations impacted by severe weather, and replacement of the Bureau's aging radars. Background: In 2003 the Commonwealth Government allocated over $62 million to allow the Bureau to modernise its radar network and supplement its Severe Weather Warning capabilities in key locations around the country. As part of the five-year project, it is proposed to replace 15 obsolete radars in the network and implement an enhanced Doppler radar capability in 6 locations. These Doppler radars will allow for the replacement of a further 5 radars in the network. The new Doppler radars will have a capability beyond existing Doppler radars within the Bureau's network. The improvements will allow for an enhanced service delivery in terms of content, effectiveness and geographic coverage. Time line: Over the next five years several of the Bureau's current radars will be replaced and in some cases, new Doppler radars will be purchased. The time line of commissioned radars has been included below along with a list of areas being considered for a radar upgrade/replacement/relocation as part of the RNDSUP. Installation Name Commissioning Date Radar type: Williamtown June 2003 Replacement/Relocation Learmonth Sept 2003 Replacement Mt Gambier Mar 2004 Replacement Gladstone Dec 2004 Replacement Port Hedland Mar 2005 Replacement Adelaide (Buckland Park) Oct 2005 New High Resolution Doppler Tennant Creek Oct 2005 Replacement Mackay Apr 2006 Replacement Brisbane (Mt Stapylton) July 2006 New High Resolution Doppler Charleville/Warrego July 2006 Replacement Planned Future Radars – Melbourne (Laverton) – Sydney (Terrey Hills) – Perth (Serpentine) – Townsville (Mt Stuart) – Mt Kanighan – Yarrawonga – Darwin Airport – Tamworth Area – Broome – East Sale Theweather detailwith the new radar is quite an improvement, check it out... Cheers team, Rodger

G’day team, Now I’ve a reasonable working knowledge of engines, etc but this question has had me pondering as to why this happens. I noted that the accident a month or some back involving a PT19 or maybe it was a PT22 trainer that crashed after losing its engine upon an unplanned take-off. Apparently the aircrafts engine model was known to either loose power or stop completely if the engine was not fully warmed up and at its standard operational temperature upon take-off. As was the case I understand with this accident, the engine was not at its operational temperature prior to take-off. The same procedure of warming up the engine to its correct operational temperature before attempting a take-off with the Rotax 912’s is also a required SOP (Standard Operational Procedure) otherwise similar results may occur. Of-course all engines require to be correctly brought up to their correct operating temperature but... The question is why does the engine loose power? As in what exactly causes the engines lack of power or even totally stopping. It would appear that this would be caused by some form of carburettor malfunction or oil related cause? I’d be interested in hearing from L2 mechanics or engineers as to the details why. Cheers, Rodger

G'day team, Whilst viewing the Heck Field web site I noticed this photo in their online photo album indicating a LightWing at their field. If this is a LightWing, it's a very highly modified version???Check out the number of major mods -if it is a Lightwing Anyone have knowledge or info on this ship? Cheers, Rodger

Savannah Engine

While us recreational aviators should never be anywhere near situations like inthese photos it is a good example of it's effects...

I fully concur - congratulations to Paul on his untiring efforts towards our aviation interests. :star::star::star:

Re... I suspect if emission standards were applied fuel injection would become standard plus other changes. It's a wonder governments haven't applied this to aero engines yet. Dont 'speak too aloudly' as there appears to be some dust rising just over the horizon on this subject if one looks at events elsewhere both in the US and europe... rats

G'day 'Ultralights', <?:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /> Yes, there has been quite a bit a err... discussion on that point of view as you could easily see how everything was very smooth and damm well controlled until the cable was hooked. The ship which was about 1.5 metres off the deck then lost all interest in a nice controlled flight gently onto the deck and dropped possibly harder than was expected from that last metre or so. You may have noticed the equipment that the ship was carrying in the ordinance bay wastotaled too... . But still, by not using the cable and sliding way down the strip there was a reasonable chance of major fire or worst, the ship turning sideways and possibly losing it big time.... At least using the cable the fire'ies know just where the ship will (should) stop . Only glitch now is how to remove the breast from the strip... . Cheers, Rodger

Nice and neat performance... Rodger

G’day ‘Ultralights’, For the money I would have to say the Garmin 196. I’ve been using one for some years now and whilst I personally don’t like the key layout or usage the unit is just about 100% reliable. Good size screen, readable in sunlight and when its used in conjunction with the optional land based road mapping software gives extra details when you zoom in to show roads and others major points of interests, etc. Its history logging is quite good too allowing you to reproduce a detailed flight path and graphical display of your flight down to whatever level of detail one desires. I.E. You can have the unit log every 100 metres (or less) if you wish. Being a 16 level grey-scale screen is in my personal opinion gives better viewing then some of the colour units too. Updating to the current Jeppersen charts via the internet is easy also. Using the windshield suction-plugged wired extension antenna gives excellent reception. As does the standard antenna. The only area where I’d be a little cautious of, is using re-chargeable batteries. I’ve had too many occasions where the so-called top quality brand batteries have failed, usually it’s only one cell that fails but that’s enough to bring the unit to a stop. Using the current Energizer Lithium (throw-away) batteries gives amazing battery performance or of-course you can use the aircrafts power supply. The software supplied allows you to plan and setup quite good waypoints or you can use a third-party program too. Yep, I’ll go for a 196. As for price, shop around as you should be able to source one for under a $1K or at max. $1.1K… That's my 'two bobs worth'... Yours in recreational aviaton, Rodger

Overflying Summerset Dam, (QLD) note how low the water levels are... :confused:

Evans Head... :)

Storch wing close-up... :)

G'Day 'team', I’m been to pondering as to why the recreational aviation engine manufacturing industry or third party companies have not produced an electronic fuel injection (EFI) system for either the Rotax 912’s or Jabiru engines. These engines have by far the most popular engines used throughout most of the world and yet, here it is 2006 and with the approaching fuel usage and supply crises plus that very well known old bogie – carburettor icing, it would seem that EFI would be a most desirable option. I would put forward to say that EFI has been for quite a period of time now and highly reliable and very fuel/engine efficient contributor. It’s my personal belief that we should be using this system to both benefit ourselves and that of the planet. Look at how the automotive car industry, the motorcycle industry, the recreational and professional boating industry with both two and four stroke engines all producing excellent and highly reliable engines with superb fuel economies using EFI. The other major advantage is the removal of the serious and on-going problem of carburettor icing. Surly with the use, success and reliability now of EFI everywhere else it’s time both the engine manufactures and third-party companies to begin serious development and sale of these units. I’m talking though with recreational and experimental aircraft, where certification costs are not part of the process, though reliability and safety are of-course a genuine must! I can remember when disk brakes where considered ‘too technical’ and that the use of hydraulics’ was going to be far-to-complicated with them for use on motorbikes… To-day - totally a standard item. When EFI was first introduced the same concerns were raised along with computer controlled engine management systems too… again to-day in many engines, computer controlled engine management systems are standard. With all the experience gained by all the various automotive manufactures and third-party companies and that of motor racing there would have be to highly reliable information and data available to greatly assist in producing an EFI unit for recreational aviation engines. Yes, the costs may be more for their implementation but I believe the added costs will be totally outweighed by the major benefits of engine efficiently in improved reliability, superior fuel usage and engine performance and removal of that serious carburettor icing problem which has caused far too many aviation incidents and accidents. Fuel prices can only go up and in my personal opinion, aviation based fuel will be ‘skyrocketing’ sooner than later and we’ll all be wishing for better fuel economy with the fuels we will be using down the track. Unless there is a miracle of massive proportions fuel pricing alone could easily see us all paying $5 or $6 a litre with-in the next five years, ouch. A quick look at fuel prices, say currently at $1.50 per litre and a 60 litre fuel tank comes out at $90. At $5 per litre, that’s $300! Not counting any other expenses. Taking the 3 to 5 hour cross country recreational flight would see you looking for a financial planner to arrange your flight planning . Remember, I’m talking recreational aviation here, not a commercial operation and as quite a few of us are either semi-retired or retired every litre one can save is easier on the wallet and allows for more flight time. The other major benefit of using both EFI and an electronic computer engine management system is that the system gives the user excellent detailed and usually highly accurate engine analysis both in real time and history wise. This will lead in turn to longer engine life and the ability to be warned, usually in advance, of an impending malfunction or component failure, hence being able to ‘save’ the engine by catching the occurrence early and saving further damage, etc. I realise that many of us (recreational aviators) are quite happy with current engine arrangements and I’ve no problem what so ever with that. It’s a case of 'horses-for-courses’ where-as most users with older engines, etc may be either happy with their present set-up or maybe, they (you?) have had an interest in improving the fuel efficiencies and endurance of their engine but have been unable to find or source reliable systems. I would be interested in you’re constructive thoughts towards EFI and computer engine management systems in our recreational aircraft and if anyone knows of any of the above mentioned system in use to-day or under development. Yours in recreational aviation,

According to an ABC radio news service report this morning (Thursday July 13th) a 'small light aircraft' experienced engine problems and made a successful emergency landing on a road between Bribie Island and Caboolture just north of Brisbane. No other details other than the news service indicating both pilots were uninjured.

Err.. yes, like the aircraft rego on the latest editions front cover(July)... Rodger

G’day Ian and other fellow aviators, On the subject of CDMA phones I had a late model LG brand CDMA phone til recently but have had to ‘toss it out’ due to increasingly poor signal performance. I even have the unit professionally tested for power, signal quality and reception which the report indicated the phone was fully operational and with-in the technical specs but I still was receiving very poor performance. This problem varied from no signal to a fair/reasonable signal between Coffs Harbour/Tenterfield and Brisbane. What made matters more annoying was that colleagues with digital GSM phones were all receiving near or full signal strength right next to me… Hmmm. I contacted a couple of telco techo’s who work on the ‘inside’ and they unofficially informed me that they were slowly closing down the CDMA service and that my best option was to get out of the CDMA use. So, currently I am using a new GSM digital and the signal performance in the earlier mentioned areas is near perfect. Its a strange one with CDMA as I have other friends who reckon that CDMA is rockin... Having said that, hee hee, anyone interested in a good, near new LG 6000 model CDMA mobile... Cheers,