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@ sseeker: Well, totally off topic which I apologise but to the response: I never stated that I have been rejected, in fact I couldn't be bothered applying. Why is it acceptable that I can maintain supersonic military aircraft but have to re-learn / test all the B/S to maintain a Cessna... You would probably find the majority of switched-on aviation techs don't work for bananas... only the monkeys do. You do the maths... This time ...End Rant...

Hi Mark, No criticism intended. Looks like you are all over it. There is some "railway track" type strip that I have seen used on edges.. Also I find clear heatshrink excellent for troubleshooting.. As a side note, did you work as an instructor at the old SEQEB rocklea school in the 80's?....your name is a little familiar to me..... Cheers, Matt

Hi Mark, May I suggest supporting the tube where it passes across the mid-bracing or sharp edges. Or rub strip along the sharp edge. In flight these will move around and rub. And a split in the pitot tube will see your airspeed inaccurate. Unfortunately all of those nice glands etc. will have a knock on with over-all weight. Sometimes a fine line between a safe install and over-engineering! Just my 2cents! You are probably all over it anyway. Looks the goods. Not long now I imagine! Cheers, Matt

Maybe I shouldn't bite... I have done 10 yrs RAAF Avionics. Then CASA state I have to I have to sit all of their exams and prove I am fit to be an AME... not even LAME!! Cause Military planes can't fly inthe real world... Add to that I have a background in electronics, electrical & aviation. I can aircraft install 10 times better than a home-built guy (no offence), & I am more tech-savvy than most.. I have steered away from aviation for work as there is no money in it and everyone wants it done on the cheap.. and I know I would be 10 times more diligent on my aircraft.... Sorry I took offense to the : but yes, I am over qualified but not recognised. Welcome to the real world FFS!! End Rant....

Hey Jeff, these things we all have to do. Think of it not as a fail, just handled it without the proper safety margin. So take the instructor advice on board and react correctly next time and you will be fine. I have seen pilots with bigger bank balances than flying abilities that "eventually" get through. After all, your training instructor would have put you through the same scenarios and given the green light before you get to the final test. Remember the CFI is there to assess your ability to fly the aircraft in the current conditions. Ask as many questions as you like before departure because in the real world that is what you will do before you leave on a solo flight. I like to talk my way through the flight with an instructor (even radio ops) to ensure I have the right method with all my ops before I depart. But at the end of the day, if you aren't confident with an instructor how can you be confident when it is just you and the plane. You must command the plane with or without an assistant. We can all make bad decisions but back yourself and adjust if the situation changes. I did a tail wind forced landing once and passed cause I had a back-up strip that I had to use! Blue skies! Matt

Geez Ossie.... where do you find the space for a Mars bar?

also: Licence, Medical (GA), GPS, Visual Flight Guide, Archerfield Visual Pilot Guide, Kneeboard, Checklist, Multi-tool, Airsick bags...

I know a few A/C with the Odyssey and it is very trick with the voice prompts, terrain display etc.. My main problem was the amount of buttons involved to achieve functions.... time not looking out the window. This unit however seems streamlined, but the small screen is not very functional for the amount of info that is being displayed. Easier to absorb on a 7 or 10 inch screen IMO. Good as a backup, each to their own tho.... Cheers

I do not know Savannah but I would recommend a solid fuel line for this.. In fact all fuel lines should be solid pipe except where there is a transition between bulkheads for vibration. All flexible fuel hose within the engine bay should be covered with a fire sleeve wrap. I agree with Maj on the double clamps....

Well done Ben... I let flying lapse from 1994 to 1997 and wont let it happen again... After all this is the only reason I go to work....... :-)

Just going off the "the engine stalled when in a tight banked turn" comment from the Jindabyne thread, every pilot knows that increased angle of bank = increased angle of attack for level flight. Ssoooo a high alpha turn with a sudden loss of power requires IMMEDIATE response to the AoA or wing stall..... But this is all in hindsight..

@Evan: Look the goods...happy to go for a test fly..... These are the recently dropped piper sports????

@winsor: I have heard that about the Morgan...not sure if they do 24 rego???? (factory built) and if so $$$$????? Someone told me they were based on the KR2 which has stability issues with W&B??? I haven't gone down the Texan path as it is similar price but a CF airframe which the website has a lower G rating than the SportStar.. The SportStar with all Ally airfame feels solid on the fly (1.0Hr) but I have to do a lot more flights to be convinced...

@evan: there is no ill towards the Jab... just not what I prefer (low wing) but yes I am hard to justify the difference.... After all the $$$ are better in my pocket :)

@Jake happy to have a 2 seat and x hire a GA for the 4 seats. Not sure that the performance RAA (>110kts cruise) are way more $$ than an old GA 4 seater is the way to go......

Thanks Tomo, Hadn't considered this one... Slipped thru the radar lol. I will check it out.

Thanks Walter... If RAA is the way, how do I justify a $160K SportStar when the J230 is waaay cheaper. I understand the reliability Vs $$ debate but I can get 2 new Jab donks in the J230 for a similar price.... And I want a low wing.... not fair...

Hi Peeps, I joined the site relatively recently as I was interested in the Super Petrel (SP) as a purchase. I dreamed of flying over to Tangalooma (or Whitsundays) and snorkeling around the wrecks on a summer arvo before returning to YCAB or YCDR etc. I flew over to YWCK and met with Peter (HEON) and we went on a test flight earlier this year. He recommended this forum so I joined. While I was impressed with the SP on whole, I saw a few things that didn't impress me. And insurance was another topic altogether..... So, I now have a problem deciding on a purchase... I have a PPL and RAA licence. I have time on multiple Cessnas and Pipers and prefer flying low wing. This week I had a test flight in a SportStar @ YRED which was surreal with the visibility, also nice and solid in the flight. I was more comfortable in this than a J170. A price list including options would have a SportStar around $160K. A Texan from the website is $135K (more for options?) so not a big difference. If money was no object I would have signed on the spot for the SportStar.. So I compare this to a 25YO Cessna or Piper for ~$70-90K (currently) which carries 4 pax but at 35L burn.. Now, my issue is: Get a RAA 2 seat NEW 2000 engine Hr A/C @ 18l/hr with all the mod cons for $160K or... Get a VH 4 seat 30YO ~1000Hr engine Hr A/C @ 35l/hr for $70K + ($40K? avionics mods) = $110K??? Add to this I may want to put the A/C on-line. New A/C has warranty, old has airframe/engine risk.. I fly mostly C172 two up so the 2x rear is rarely used, however if the family is keen then I am 4 up. This is so rare I could just hire a VH for the rare occasions this happens. Also, the Rotax burns Mogas at a cheaper $/Ltr at reduced maintenance.... Basically too much maths... Advice appreciated.... Matt

Good to hear.... Cheers

Heard that an amphibian had a mayday with gear fail and made a water landing at Redcliffe in the past week or so... was it a Petrel?? Trying to get a test flight with the Petrel but the weather is sh!t lately.. Cheers, Matt