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Jack Tyler

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About Jack Tyler

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    Jacksonville, FL USA
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  1. Thanks for that, Mark. Actually, I think Air Safaris is the outfit that I heard about from a few U.S. pilots who did an Oz flying tour. And it looks like they offer an excellent selection of tour choices around Oz, too. Sadly, not priced for us mere (financial) mortals. Jack
  2. Several pilot friends over here (in the States) have raved about an organized tour hosted in Australia, and I'm wondering if it is still being conducted. U.S. (and perhaps Canadian?) pilots arrived in Oz, benefited by some familiarization flights at group-rates so they could be granted reciprocal privileges, and then went on a tour across multiple states, cities to outback, as set up by the Aussie tour operator. It was supposedly curtailed for a while but, so one pilot here claimed, was recently reinstated. I can't find anything current about it in our aviation fora and Mr. Google, so I tho
  3. Recently returned to the USA from Manly, outside Brisbane QLD
  4. http://www.grumman.net/n4170n/OutlineImages/AA5ABSideViewThumbnail.gif
  5. For those who might have questions about the AA-1 series, AA-5 series and GA-7 aircraft, I thought I'd post the following resources. American Yankee Association is the USA owners' group and has a variety of digital resources related to ownership, maintenance and flight operations. You will find them at: http://www.aya.org/s/358/index.aspx The 'message list' that hosts Q&A for these aircraft and which seems to contain the largest knowledge base of Grumman experts is the Grumman Gang. -- the archive of their daily Q&A and discussions, with a simple search engine, can be found
  6. I'm not quite sure what jetjr means by: 'In other markets the 45kts stall speed is "clean" ie no flaps, in Australia it is 45kts "dirty"' In the USA the ASTM standard permits LSA a/c to have a stall speed no greater than "45 kts in the landing configuration". Given that, all of the models mentioned above would have met the ASTM standard if those numbers are correct. Many of you are no doubt familiar with the Dan Johnson LSA website in the States. DJ has created a job for himself by becoming a generic PR flack on behalf of all LSA's and creating LAMA, a so far still-borne LSA industry
  7. David, no argument from me. I'm just repeating the term used by someone else, who was attempting to distinguish the 450 from the 230SP. 'Higher Lift' 'Lower stall speed' Whatever. The reason the genealogy is important, over here and I'm told over there as well, is that some experimental Jabirus are on the market here that are classed as 450's. So a shopper (me) needs to understand as much as he can about what's being shopped. Jack
  8. Thanks for that follow-up, Andy...and now the picture is starting to clear for me. If there was an earlier 200/400 series with a wing that stalled at a higher speed than the USA's ASTM standard allowed, then modifying the wing (250/450) for ASTM compliance could end up being described by we locals as more of a 'STOL wing' when STOL capabilities weren't really intended. Meanwhile, Jab looks at the unfolding North American marketplace and decides to standardize on a wing which can then be built in Bris but also crated up and shipped off to Tennessee for USA completion & distribution, as we
  9. Sorry the 'paste' in my first post didn't take. And Nev, Andy, thanks for the initial comments. Here's the one reference I've found that seems to distinguish between the 250 and the 230 (and so presumably the 4-seat versions as well): "The J230-SP is the latest development in the Jabiru J-series design family. This robust cross-country cruiser has replaced the venerable J250-SP as Jabiru USA’s premier turn-key Light-Sport Aircraft. It features the same 120-horsepower Jabiru engine, comfortable interior, and large baggage capacity as the J250, but utilizes a narrower, more efficient wing
  10. Hello again, everyone. I'm posting this from the USA while shopping for an aircraft here and considering Jabs. I'd hoped to make it to Bundy while living in Bris earlier this year, but unfortunately we didn't make it...so I'm hoping we can tap you folks for help in better understanding the Jab models. Here's a summary (from an Oz mag) that's comparable to what the USA Jab distributor tells us: https://www.recreationalflying.com/xf2/data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAAXEAAADVCAIAAAAuH1e/AAAgAElEQVR4nOy9abglWVHvHTns4Zyq6gFQLqAiyCQgXgUexAlBUa8KCKg4oKjIICDQV9FmEGRGQGjmQVAGmUFBEU
  11. Robert, given CASA's stance I think you've got exactly the right approach. It's better for you as the builder (re: maintenance) and no worse for the eventual buyer of your plane (than purchasing an E-LSA). And building to complete plans, while documenting deviations & additions, makes resale more comfortable for the buyer, I would think. I think the FAA position on E-LSA's makes more sense if you look at it historically and politically, less so if you only consider the near-term introduction of the LSA & SP regulations. Not only are there many more pilots in the U.S. than Oz but a
  12. rgmwa (I know there's a first name in there somewhere...): "This is different to the USA where, as I understand it, both the original builder and any subsequent purchaser can maintain an E-LSA provided they have passed a two day `repairman' course." And of course, also attend a Rotax course (at least the first of the three they offer) to maintain the engine in that RV-12, at least insofar as Rotax views it. My first reaction, after reading your CASA summary and your own comments, is to ask you what particular benefit(s) do you think the E-LSA classification will have *for you*. Buildi
  13. Steve, can you share a bit more detail for us on the routing you are planning and the work-up you've done so far. I think it would be an interesting topic - actually, a set of inter-related topics, from the regulatory to the flying to the meteorology - for us all to hear a bit more about. I did dig up Dazza's earlier reply to you, from a magazine article he dug out of his shed, but it was thin on details. I would suspect that one of your key allies in any such endeavor will be amateur flying enthusiasts based in the countries you are planning to visit. Another group that would have usefu
  14. I realize it's a long shot...but are there any RV-12 owners who might be flying their new a/c to Clifton? Would love to show some Aussie friends what one looks like. Jack
  15. Jack Tyler

    CH-701 or 750

    If Gibbo is still considering these aircraft, then other things to consider might be: -- owner built a/c usually exceed the empty gross weights advertised by the distributor/designer, so the specs you read are 'best case' -- the more incomplete the plans - the more that's left up to the builder to figure out - the more weight creep will occur -- the Highlander is an instructive example. As Bass points out, excellent payload. It also has bundles of room for gear behind the seats and is a good STOL choice. But the downsides are that its cockpit is small for two big blokes and its pla
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