skippydiesel

1 hour ago, BrendAn said:

You are an angry kangaroo lately.

When you insult someone at least own it.

I have no idea what you are referring to - please elaborate.

19 hours ago, BurnieM said:

What does Trump think ?

Think?????????

16 minutes ago, jackc said:

As an aside,  yesterday I looked at an aircraft getting retrofitted with a new Rotax 912IS  and decided

after looking over the  complexity of the job and the differences to the 912 UL it replaced.

I would never consider doing that job.  I would simply have done that job with a Gen 4 Jab motor.  I would suggest ANYONE going to a 912IS is, DONT 🤢

You want to go 912IS?  Just go buy a new aircraft with a factory specced one. 

Speculation:

Compared with the 912ULS

• The main  benefit s of the 912iS would seem be lower fuel consumption, reduced chance of inlet icing and FADEC like engine controls.
• Its claimed 100 hp is the same however I have read reports that it is able to deliver the power such that TO/Climb Out is improved.
• The big downside is much higher upfront cost.
• It has been suggested and sounds logical, that the iS can only be justified (cost effect) by high time flight operations ie training/renting as the savings in fuel will only be returned by such operations.

For my flying, an iS could not possibly be justified, however I would simply go for a trusty 912ULS, as I have now.

10 hours ago, justinjsinclair said:

Hey Skippy, the name is Justin. 
just out of interest have you ever owned an aeroplane ? 
Justin

 

 

Sorry about the spelling fopa.

What has your question "ever owned an aeroplane" got to do with the cost of owning one?

So how come you didn't address any of my observations?

On 17/04/2024 at 8:34 AM, justinjsinclair said:

Hi Glen, I guess we need to compare like with like, I know you are well versed in Jabs 😅 and are Lucid, intelligent and a great thinker.

 

I ..............................................................................................................................................................................................Justin 

 

Hi Justine, Me again - sorry!

I may have missed it in your lyrical support of Jab engines - did you fail to mention/cost that Rotax

• Recommend  100hr oil / filter change intervals. From imperfect, aging memory, this means that Jabs will have 4 oil/filter changes to one Rotax. Cost$$$
• In the same airframe, a Rotax of similar performance to a Jab (ie 80/80 or 100/120) will deliver markedly better fuel economy. Cost$$$ 
• Resale of used Rotax 9's (TBO sales from schools etc) looks pretty healthy. Cost $$$
• Just checked the approximate price of a Rotax 912UL (the equivalent of your Jab 2200) $30K - this is probably base price, so lets say $35K, a tad cheaper than the $40K you estimated.

Rotax 9's are expected to go to TBO (hrs) & well beyond, with little if any major life extending intervention. It can be a bit of a shock when the occasional one fails to deliver on this expectation but really all mechanical devices are subject to failure, it's just a matter of when and how much it may cost, in dollars, loss of amenity & crew health. (none of the later costed by you)

Dont know if Jab 4's have been around long enough to compare but the fact that you have costed sundry life extending intervention, would suggest that they still have some way to go from a reliability (crew health) perspective, loss of amenity (when aircraft in the shop for length repairs).

Speculation; Your costed list below  for the 80 hp Jab ".......from $..." could easily blow out to a replacement engine every 1000 hrs😈

"Current jabiru pricing is 

  2200 Engine Gen 4

** Top End Overhaul            from $5,200
** Full Overhaul                     from $6,300
** Bulk Strip                            from $6,300
**Does not include replacement of substantial items ie. crank, 
cam , conrods, cylinders and heads. Engines must still be running.. 

so in actual fact the Gen4 is cheaper to overhaul every 1000 hours by about $15,000. "

Is it an option to have an instrument maker repair it?

Many many years ago I had a TIF in a rag & tube, high wing, side by side seating, nose pod with windscreen, and a 2/ engine screaming out on the end of a pole in front (Thruster?)

So up I went with the demo pilot, I did notice it was a tad diffrent sensation , to C 172 I was training in at the time.

Anyhow we got up to about circuit height (I think) and the demo pilot asks me if I would like to try an engine out?

Yes says I. Your aircraft said he.

Moments later the engine was reduced to idle - nice!.

Nose down says he. I am says I. Nose down says he ...... ..............

in short he took back control and pointed the nose down VERTICALLY, or so it seemed.

The picture before me was the upwind end of the runway and little else.

Seemed to take a long while (I guess thats funk in action) and then with not further change from nil power, we rounded out, plonked the aircraft down and it rolled may be 3 meters, before he applied power to taxi back to the waiting crowd.

I sooo appreciated my 172 after that.

What I did learn was:

Light/high drag aircraft, when power is reduced/lost, basically stop in the air (low inertia) the lessons from 172 are raise nose to gain height & wash off speed, until best glide reached, then lower the nose, to maintain best glide - I am sure its the same theory for both however the execution is quite diffrent.

Best glide, in a low inertia/high drag aircraft, may appear much steeper, than in a GA aircraft - glide distance/landing options is likely to be severely reduced

Speculation:

If the wheel axle, is ahead of the steering (it appears to be so) the steering may be overly twitchy, pay be prone to oversteer.

A trailing axle (behind the steering) tends to be easier to control and self centering (castering)

You would have to store them very carefully, so as not to encourage pest infestation and subsequent holes.

12 minutes ago, Thruster88 said:

Comparing wikipedia or even manufacturer performance is a waste of time. Adsb shows anyone interested how they cruise in the real world. Cessna 182, 120-130 knots all day every day. 

You are likely correct. Unfortunatly manufactures performance data being suspect, one can only turn to third parties (Wiki) in the hope they may not just be paroting the manufacturer's claims. 

ADSB? - you would need to know the registration of the aircraft, the power setting, engine type, propeller/ load, altitude, OAT, any speed/lift mods - what else? to be able to make determination (data) that could then be used to compare with another aircraft in the same conditions .

Not impossible but unlikly, outside the controlled confines of a competition.

This is why I like competition data - its the only information that is likely to be untainted by marketing hype.

https://www.pipistrel.ad/pipistrel/travel/virus-912

http://worldrecordplane.com/

Thruster my friend, me thinks you miss the point -

Your engine fails, somewhere between end of ground role and achieving circuit height (1000 ft above airfield)- what to do?

Conventional training/wisdom is to land straight ahead (or close to it).

However it clear that , depending on height above terrain/obstacles, when power is lost, pilot competence with the aircraft in question and the characteristics of that aircraft, it may be possible to return to the field (the impossible turn) and land down wind.

There are great risks involved, the aircraft (especially a lightweight RAA one), may rapidly lose momentum/air speed.

This loss of airspeed may result in a stall, when the pilot attempts a turn back (a turn raising the stall speed).

The stall, depending on height above terrain, may not be recoverable.

All of the above, are why a straight ahead landing is promoted - best chance of avoiding a stall/loss of control.

It's not impossible but the pilot must know his/her aircraft very well, especially its low speed handling/ glide/impending stall characteristics.

Anyone who has not practised down wind landings, should do so. The sensation of speed (above the normal) as the aircraft approaches the ground, can be quite disturbing, to anyone not having tried it. The greater the tail wind the greater will be the ground speed.

As an alternative model - Club/Group ownership (does require a critical number to generate the necessary capital).

In my general area (1 hrs drive ) there are two successful group owned strips  - Wedderburn (very successful) & Mittagong.

I fly from The Oaks (under 5 mins) a private (single owner) strip BUT somewhat hampered by limitations, I believe, imposed by the owner. His right but unfortunate.

On 05/04/2024 at 8:47 PM, skippydiesel said:

I  install/fit my own Trigg ADSB & then had it initialised (commissioned) by a qualified/certified technician.

 

Dont have the knowledge to understand your predicament (mix/match) however I had no difficulty having my system passed.

 

Good luck - hope you get the help you need from an electronics person on this Forum 

 

 

6 minutes ago, KRviator said:

If you're the builder of the aircraft (or can maintain it either through RAAus L1 or Instrument 18/22), then you can install the ADS-B equipment and sign off on it for the purposes of the rebate as you're an approved installer. At least, that's how I read it.

And from CAO20.18
 

 

Hi KR - As mentioned earlier - Did my own physical install, applied for unique code BUT had to have certified person do the actual initialising (commissioned).

Initialisation involved electronic gizmos, that also checked out the accuracy of my altitude, air speed, direction measuring equipment.

1 hour ago, BirdDog said:

I have flown and flown in a few aircraft in this category, and I was sceptical before I bought mine, but a Bristell NG5 does it for me.  Fast, comfy and looks sexy as!!  😄 

Seriously though - one of the most roomy cockpits in its class, with adjustable pedals etc etc. 

If I had the tenacity, I would drop a 916 in it and try and tear the wings off!!  😂

Nice looking aircraft and its (Wilkpedia) performance is almost as good as the ATEC Faet (also  Czech)

55 minutes ago, BirdDog said:

Here's hoping on the weather.  😄

I have it on good authority that the weather will be divine 😈

On 17/04/2024 at 9:00 PM, RFguy said:

There is Currendooly

Yeah! landed there a couple of times.

Privately owned with an uncertain future.

I think to call it "interesting " would be he extra polite way of describing it. From memory there were 3 aircraft housed in an old, leaky, farm shed that looked pretty ricketty.

The grass runway was under attack from rabbits (holes) making it a bit dodgy.

Advice from local aviators, as to how to distinguish the runway, from the surrounding rough pasture and where to touch down was essential. 

One of the pilots had come up with an ingenious grass mowing rig - I think it was 4 petrol push mowers, connected to a clever frame, holding the mowers in parallel, able to follow the terrain, all pulled by a quad bike.

19 hours ago, Thruster88 said:

Sound like a very good event. Thank you to the sponsors. Not able to attend this time, look forward to the next one, 8 thrusters yes.

 

From the CEO

Fly'n For Fun Soars to Success at Parkes, NSW

Last weekend marked a truly remarkable and successful event as aviation enthusiasts from near and far gathered at Parkes, NSW, for Fly'n For Fun. This exhilarating occasion, made possible by the dedication and support of numerous individuals and organisations, showcased the best of aviation and community spirit.

At the heart of this extraordinary event stood our Principal Sponsor, the AMDA Foundation, whose unwavering support helped turn our vision into reality. Their commitment to fostering aviation excellence played a pivotal role in making Fly'n For Fun a resounding success.

In addition to the AMDA Foundation, we extend our deepest gratitude to our Platinum Sponsor OzRunways who sponsored breakfast for every pilot and passenger who flew in, and added significant value, ensuring a memorable experience for all attendees. Their partnership and enthusiasm for aviation were crucial in creating an unforgettable event for everyone involved.

We have received great feedback about the shuttle bus service that was offered to ferry people between the event site and the town of Parkes. We would like to thank ROTAX for their generous sponsorship, which allowed us to make this fantastic service free to all attendees.

Of course, our appreciation extends beyond our principal and platinum sponsors to encompass all our other sponsors and exhibitors. Your support and involvement enriched the event, providing attendees with unique insights and experiences that celebrated the diversity of aviation.

A special mention must be made to the HARS Aviation Museum for their invaluable contribution to the success of Fly'n For Fun. Their tireless efforts in developing the event site into a remarkable venue underscore their dedication to preserving aviation heritage and promoting the joy of flight. Witnessing the transformation of the site from a cow paddock to its current grandeur is a testament to the passion and hard work of everyone involved. HARS have more fantastic improvements planned for the site - stay tuned!

We also want to express our heartfelt gratitude to our members who attended the event. Your continued support to aviation is overwhelming and inspiring. Your presence and enthusiasm contributed immeasurably to the vibrant atmosphere of Fly'n For Fun.

As we reflect on the weekend's achievements, we are filled with excitement for the future of this event. With ambitious plans underway to further enhance the event site and expand its offerings, we are confident that this biennial gathering will continue to captivate aviation enthusiasts for many years to come.

Once again, we extend our heartfelt thanks to all our sponsors, exhibitors, partners, and members for their invaluable contributions. Your support has been instrumental in making Fly'n For Fun a highlight of the RAAus calendar, and we eagerly anticipate the continued growth and success of this fly-in.

Here's to many more years of flying high together!

Maxine Milera
CEO

Creative Spinn!!!!

I forsee the closure of this event, sooner rather than later. It comes across as a box ticking exercise.

It is not  a good investment for commercial aviation (not enough potential buyers) or for RAA - its for a very few enthusiastic aging aviators - what's in it for the  new recruits??? Where was the lineup of excited kids (teen-80) waiting for joy a flight/TIFs .

It desperately needs :

A new Management team, with fresh ideas and realistic short/medium/long term goals.

Different location - YPAK just doesn't have the environment/atmosphere - for a start, a non security controlled airfield, is a must. Visiting aircraft parking, should be open/accessible to the public (with marshals to prevent people doing damage) Reasonably weather resistant parking/camping (not a potential mud bath)

Proper food & drink (cold water should be free) - long gone are the days, when soft lukewarm over salty chips and third grade steak & onions, with lashings of cheap tomato/BBQ sauce, between two slices of white bread, all washed down with a  Coke, was considered a veritable feast.

Seating under every tree/awning/ wing of large aircraft.

Rubbish bins everywhere

Lucky "door" prizes (joy flight?)

Best presented visiting aircraft (diffrent categories)

Prize for furthest visiting flight/flyer

Attractive events/displays/etc for pilot companions

Perhaps a local band/ singer

ETC ETC

15 hours ago, facthunter said:

Short crankshaft and the Big end is lightly loaded in cruise. Even  length intake pipes and easier to cool and supercharge  It's a completely different feel and SOUND..  Downside. A bit hard to oil scavenge. That has to be done right.. Nev

Thanks Nev - Some practical benefits then. They look very complicated ? Costly to manufacture ? & maintain ? Does their large frontal have negative impacts on airframe efficiency?

11 hours ago, jackc said:

Skippy, yeah it’s my useless opinion……people can make their own minds up 👍

For sure.

Just so that you know that we are not so far apart in our aesthetic tastes. I love the look of:

Super Constellations

DH Hornets

DH Comet

DH 88 Comet

VC 10

Straight wing Learjets

Straight Tail Cessnas

Bonaza's

Mooneys

and many more of the older/classic aircraft

9 hours ago, jackc said:

Skippy, did you take your meds today 🤩 it’s just an opinion…..I am not forecasting the end of Aviation 🤩

Its unfounded opinions, like you expressed publicly, that gain traction, creating what is often called scutelbut, urban rumor, etc

I have traveled in Super Connie, with one engine shut down, somewhere over the Indian Ocean, "to conserve fuel" - give me a modern "jet" any day

1 hour ago, RFguy said:

fresh ULP98. if in plastic container, or place where it can breath oxygen, ditch it or use it within a month. always filter and water check.
The octane doesnt fall with time- what happens is  some components react with oxygen and form non soluble solids....

Avgas only if nothing else is available, or the heads run red hot (>165 cruise, >180 climb) .

Fresh ULP 98RON, will store for over 6 months, in an airtight fuel rated (AU standard) container (plastic/metal whatever) that is 75%+ full.  The discussion, in this Forum, on fuel deterioration has been comprehensively done to death.

1 hour ago, Methusala said:

Neither of these are available to transient aircraft. There is also a strip mat Lanyon, 10km to the s/w of Tuggeranong town center but I don't like the chances of getting permission for this one either

I have flown into Dick Smiths airfield - he's a nice guy - have you asked him?

4 hours ago, jackc said:

OK, I will say this…..our sector of Aviation is near the bottom of the ladder, and everything that is part of it has an economic that is reasonably cost viable.so far.   Seeing what Rotax are up to, and their support attitude these days. I would not use one of their new engines.

Consider IF Lycoming made a drop in engine to replace a Jabiru?  It would cost a mint, and probably run forever, so we have to accept what we can afford.  I would put a new Jabiru in an aircraft, before a Rotax……because of support alone.  My dreamy choice would be a Verner Radial, only because I have Dinosaur attitude to everything in my life. I would rather ride in a Super Constellation before a 787 or 380. 

 

Maaaate! This sort of emotive, unsupported, rhetoric belongs in a pulpit.

19 minutes ago, Deano747 said:

Torque

Okay - I assume this means a courser pitch prop can be used for improved high speed cruise????

2 minutes ago, spacesailor said:

sound ,

As it's torque is at low revolutions. 

Just like a Harley,  only better .

spacesailor

You jest! - All that extra trouble for a sound?????

Okay gents - now tell me what are the disadvantaged ????