skippydiesel

Hi All, I have a handheld back up ICOM airband transceiver and a Uniden handheld CB for contacting farming friends (as I overfly). I have 240V charging stations for each unit. I would like to be able to charge them from my aircrafts 12V port - To this end I have done online research - nothing yet. I have also contacted both manufactures for advice (nothing yet). Do any of you have a solution?

Hi All, I have a handheld back up ICOM airband transceiver and a Uniden handheld CB for contacting farming friends (as I overfly). I have 240V charging stations for each unit. I would like to be able to charge them from my aircrafts 12V port - To this end I have done one line research - nothing yet. I have alosocontacted both manufactures for advice (nothing yet). Do any of you have a solution?

To sum up: One offer of a potential sale - no further contact????? One offer of a lend - no further contact????? Another person has one but doesn't seem inclined to lend or provide a service???? So no further ahead - such is life & human nature

I guess it comes down to what your definition of a compass is. My new aircraft does not have a "whiskey" compass BUT does have multiple GPS compases. For my own piece of mind, I will eventually fit a whiskey compass, however the aircraft has been signed off, as is, by RAA approved inspector.

I live about 30 minutes west of Camden - can I help?

Tooooo bad! - Always wanted to do a carrier landing🙃

Modified (more clearance) header seems to be performing as intended - did a little over an hour yesterday - all good!

Each to his own - since converting to RAA, I would not have electric flaps, trim or spoilers. For speed of action, "feel", reliability and simplicity, go manual everytime.

Vans was/is the current big bore engine favorit but if you have an interest in economy of purchase operation (as I do): Sonex aircraft - seem to be particularly favoured in Victoria. Very advanced (composite) kits from several European suppliers.

Pipistrel Virus SW comes with a spoiler option - very handy for steep descents to a "tight" airfield.

Dean you're having yourself on mate - just check out the performance of each - Virus is independently verified - Faeta, I stand by their real world claims (having actually flown one). HP Cruise - Faeta & Virus around 135 Knots. FK 131 Knots (Similar) Stall - Faeta & Virus around 27 Knots. FK 35 Knots. (This is where the competition leave your choice behind). "Beg to disagree." Having flown in both high/low wings, I personally find the airborne cabine temps to be much the same - glare tends to be greater in the low wing.

I was. I take it by "roof" you mean blind or similar

Why? Looks much like the ATEC Faeta NG, slightly slower in HP Cruise and considerably faster/higher Stall. The Pipistrel Virus SW & Faeta have sub 30 knot stalls (about 8 Kn lower than the FK) - To me this is an important feature as: It means that in a crash, the crew are likely to not only survive but walk away - minimal/nil injury. Short Field capability is fantastic (not as good as a dedicated SF airfact) Terrific glide (not quite as good as a dedicated glider) to get to a better landing ground/thermal if you wish/stooge around at 40-70 knots without fear of stalling The Virus has Rotax two 80-100 hps options. The Faeta 80=100-115 hp options. Faeta 2-3 blade prop (ground adjust) and CS prop. The Faeta comes in a T tail (the one I prefer) and a conventional (NG) tail. The Virus comes in tail/nose wheel variants. Not absolutely sure - both are available as, factory build, very advanced kits, multiple option, base to luxury fit out (all have the same performance)

Okay - I did as I did asinstructed - all I get is the same as on the main topic ie the above words. I would like to see what FlyBoy 1960 has written to me but unable to do so.

I no longer seem to be able to receive/find/make private communication - please advise

For the Australian sun it's hard to go past a high wing. My choices are governed by cost & performance. I like to tour,so performance for me is cost /Nm to fly (not cost/hr). So far this has meant low wings, so I wear a broad brimmed hat with cutouts for my head set. I don't find bubble canopies to be as hot as most suggest, as good ground ventilation usually take care of most of the heat when taxying. Airborne there is little difference in cabin heat. If I had a bit more cash, I would probably go for the Pipistrel Virus SW - a high wing with similar performance to the ATEC Faeta. The beauty of the Virus SW & Faeta, are ultra low stall combined with a high cruise speed. This is an unusual combination, as most aircraft sacrifice speed for stall and stall for speed.

Spent a very pleasant couple of hours flying a C172 out of Okanagan/Kelowna many years ago - took a young instructor with me. He chastised me for not automatically using carb heat on descent.

Hi Dean What airfield do you fly out of? December is a long long way away - you could probably get an ATEC Faeta well before then - much better all round performance.

Bunnings Aerospace! 😈

I stand to be corrected: I repeat "......factory certified ...... this is not the same as being a Certified Aircraft." "No mandatory engine replacement at 2000 hours or 15 years True there is no "mandatory" replacement of the engine when it reaches its calendar/service hrs TBO and the aircraft may continue to be flown, with the engine subject to enhanced "on condition" inspections. However the aircraft will no longer be legally available for hire or reward, until such time as the engine is replaced/zero timed. ............certified aircraft (this is not an S-LSA) so the engine can run on condition after it reaches TBO of 2000 hours or 15 years calendar" I do not think there is a direct link between your factory certified aircraft & the continued use of an out of TBO engine. "........................being forced into E registration for this aircraft!" Nor has the E registration have anything to do with this. E registration is for aircraft that have had non factory approved modifications made (I assume yours has no such mods).

I thought you were in Canberra but when I checked your "Location YCWR", I figured you had moved to a more civilised 😁 part of the World. The ball is in your court my friend - how where & when will we do this??? No hurry - now that my engine temps are under control, I am attempting (on the second go) to paint my cowling -in the immortal words of Lawrence Oats. - "I may be some time"☹️

The big lesson I took from this video is pilot fixation - I could just imagine him willing that aircraft to fly, ignoring how long it took to get into ground effect/followed by a touch down and then a limited climb all the while running out of a very long runway. Pilot fixator is a real phenomena - (been there). To my thinking its way more dangerous than all the other factors that the pilot should be taking into account and doesn't.