Garry Morgan

Hi Jeff, There is only the spar that is solid riveted,no jigs it self alines as you build.the only special tool is an adjustable reamer for the tail pins. the construction is more like a model aircraft than a RV

Hi Glider nut , The castrol is active 2T In Australia we all used to use s castrol super TT but it is not made any more here ,also Penrite hipper is good. Dont use motor cycle oils as they run different to aircraft motors.

I was at a club meeting last month and looking around the people at the club, in 10 years time 90% of them will be in nursing homes. What we will be left with is to small a club with not enough flying to pay for the tug and maintenance, peoples time cannot spend all day at the airfield, and only get 2 landings in. It is the same in most of the world..people want more for there time. The future gliding club may only have one aircraft one instructor ( no tugs) but a motor glider for training. Ring up and make a booking, turn up and you can do 8-10 landings or you 1 hour flying and go home. Just like power aircraft, when you mention this to a gliding person they laugh, but the hard facts are if gliding doesn't change it wont esist soon. One gliding club in Syd. has already was going broke because of the tug cost, another club brought a motor glider and very soon the club sold its tug ,and got a motor glider, and now makes more money than any club in Australia. Like our GA clubs that don't adopt RAA aircraft, most are not doing very well ,but those that do had been going ahead at a great rate of knots. Its a time of change in the world, and we have to change with it .

Hope it gets going soon ,they have a nicly rebuilt K7

The motor is only running about 6,000 rpm I have had trouble with castrol TTS as the motor is not running hard enough to burn off all the carbon. The oil to be used is Castrol 2t

The Cougar is now sold and going to W.A. next week. all the aircraft are now sold. We have a Sierra airframe built and a 80hp Rotax to go in it. if you would like this aircraft you can make an offer. It is fitted with Matco brakes, long flat canopy, winglets, dual controls. waiting for your paint. This Sierra could be yours cheaper than you think.

The KR2 C/G in Aust was limited to 30% but it can go to 33% rear and 15% forward, If I owned a KR 2 i would reduce the elev.. movement as it is geared to high (like the pulsar)this would feel a lot better.

Jmbb74 Cougar Will be finished soon and will present as one of the best around, he has put a lot into it to make a very good aircraft. we do some glass work for a firm in Syd which is mostly on going big jobs. Canopys as one off jobs, parts and repairs which a few years ago we didn't get. The new workshop mainly for development is mostly set up and started on the new 18m single seat glider , it has a 28hp for a self launch. The Cheyenne is undergoing paper work this is taking a while but hope to have GFA here again in a month.We have a new Camit motor delivered this week which will go into a Sierra down the road. With the new RPL coming in Sept could be an exciting time to design an aircraft for that. We will be able to fly up to a 2000lb aircraft? The new 18m glider is by far the most complex aircraft we have done, its like tuning very advanced a race car, in design. It has design areas most of you would would not have even heard or through of. Made me realise how complex and advanced gliders are. What else in the wind ,how about a flying machine 4+ seat, which has no CASA or aviation involvement no medicals no bulshit, just fun????

There is a Sierra 100 now flying in WA Colin C has finished his kit and is test flying , also another in north qld about to fly.

We seem to be in a world of change, new aircraft to have a risk acesment and flight test program as GA we are going to be all in the same nest very soon.

I was reading the opps manual and noticed we now need to sign out your aircraft DI in the log book each day you fly. I was not aware of this and rang Jill at RAA and confirmed it . So I expect many of you also will not be aware of it . This will bring it in line with others , we only need to sign it at this stage , GFA we need to print and sign, date ,time ,and membership no.

The wings are fitted the same to all of our aircraft, a double over lap of spars which go to each side of the fuse and bolted together in the steel frame. and one person can do it like a glider rigging aid.

Altifly, Batesey is the person in Germany I told you about who will be handling the aircraft in your domain in the light weight area.

World comps in France 15m class on line and follow the race , see the hills and alt. and race results in real time .

Hi Aitifly, I dont know if you have contacted me, but I send many photos of construction so you get a good idea of what is required to built the kit. And answer all questions asked, and ask people, to ask any questions they may have. I also send a list of components so one can see what you get, parts, rivets,bolts. etc. To build anything you will need to cut bend, rivet bolt, and measure, and some know how to make things work. The manual in the early kits where not good, these where up dated until they where rewritten. This time my wife has rewritten them so any one can understand them ( I know what I mean, but I didnt get down on paper in a way a non hands on person would understand.) she is a house wife and she understands the manual. There is a disk of photos with the kit to reference to. If you want information contact me.

The D motor is still new and time will sort out things as Jabiru did in the early days. But the Camit motor is a Jab with updates and that is way I am going, Rotax for me is just mater of if I could afford the spare parts, $12,000 for a crankcase etc. would have me worried. Camit is where the future is for me.

Its only Camit motors for me now . Jabiru didn't listen to Ian when he wanted to improve the motor. It now will be one of the best motors you can by.

GFA has been for an inspection for the day and went over the Cheyenne they where really good and constructive, we just have some small things to change ( colour code two switches, re colour knob, etc. they will be back in about a month or two to spend 3 days to go over some paper work, a bit more involved than RAA, but they have always been better at doing things than groups, and we learn all the time. It was good dealing with constructive people ,unlike others that have come and just commend everything we had done, even when they say we have met the standard but demand another 200 pages to a hand book. Thanks GFA. I was a bit surprised to fing S glass is 66% weaker in compression, but now looking into to amount of lead in the wing tips outer pannels of gliders. Our foam had now arrived from over seas, and the motor a Hirth F33 is here to do the final design to fitting it to the fuse.

You can sand the surface to a fine finish and fill any groves . once you glass over the foam is where the work realy starts. I use a long alloy or plywood strip to bend over the job to drag / pull the filler over the job, the thinner the fill thinner the fill mix. I have seen people with things like a putty knife them sand ,it makes a big job a hole lot harder. Block foam or harder foam / sheet is a lot easier and a close weave cloth stops the shrinkage showing in the finish .

We make aircraft and glider canopy's 61+ 2 65539920

If you are burning the wood I think the wire is to hot ,I have always used plywood for many years. The wire is drawn slowly over the foam to allow for the bow in the wire, my wire is only 1.2m long make the templete longer at the end to allow for the bow in the wire to catch up. If the wire gets to hot it melts below the templete. also keep an even speed, or it will leave lines in the job. after a couple of goes you will get the hang of it. I have an adjustable voltage to adjust the wire temp. it is a transformer with tags on it for different currents.

Basalt well not enough info and a new material, carbon fibre i found to be a can of worms form info and testing and to what is really being used in practice, S glass is a more stable material for me. Testing twill glass at present is having good results and finish. The Cheyenne is having an inspection on the 28th by the GFA and will report back to CASA etc. ???

It was good to have good weather at Natfly, and for those that flew in, a lot of GA aircraft also, I didnt see any CASA people chasing aircraft for an audit, but if you have the paper work you have nothing to worry about, but a lot of people are staying away, new faces where seen this year .I know some dont even carry an ELB or own one and don't go ,but may be they should. just so there family can find them, if they dont care about them self s I measured up the Cirrus and the new aircraft will be much the same size with cleaner lines to it. Our new aircraft interior standard maches the imported ones. The quailty of materials and robust, to handling rough runways and time ,Australian aircraft far excite most imported ones this has been proven over the years, and insurances companys know it only to well. The products built in our country are some of the best you will find, and at a lower price tag. with a lot more put into the product. Safe flying.

Yes we have a 233 lyc. which will go in the new Cougar, I prefer the Jab 3.3 but most people just don't like the jab motor, and talk of problems with it. I have been using the Jab for about 10 years now and haven't had any problems.and spar parts cost are very good when you compare others. The Lycoming is one less talked about.I have a CASA medical so I believe it may be possible to take more passengers. and fuel.

I am sorry I was miss informed on the ADs on the sports star. but there cracks