Big Kev

It can be done. I looked at Sport Av's Eurofoxes- both for endorsements. It's my 2m that really causes issues. I have flown a 160C 2 up on a 40 degree day, was pretty impressed by its performance. Cheers Kev

Don, The injected VW you had was what prompted my direction. I gather the VP finally succumbed to the weather? You managing to fly out of anywhere nearby atm? Powerin, My initial thoughts are that the rotary valve is nothing different to a 'normal' inlet valve, but my past experience leads me to believe there may be other timing events to be considered. The motor is a Mod 90 with oil injection, so that side is taken care of. It now carries GSXR1000 throttle bodies (to set these up in a dimentional sense). The bings will go back on for baseline, and initial pipe, work. I'm aiming to use Camira EFI on the VW, and whatever comes up (maybe Megasquirt fuel only) for the 582. Cheers Kevin

Thread from the dead......... As part of my pre-retirement therapy, I'm in the process of designing a 200 kw engine dyno. I have some mule ford and holden 6's that will initially be abused, leading into work on an EFI VW, and a 360 hr 582. Searching for EFI on a 582 has not been very fruitful. If anybody out there has knowledge of this conversion or ideas on feasibility, I'd be happy to hear them. Cheers Kevin

The GR's I've tried have the quadrant mounted below the lower panel bar, and are right where my left knee would comfortably be........ otherwise, they're pretty much perfect. Got out to Sportaviation at Tocumwal on the w/e, tried on the Eurofox....... fitted even better than a Lightwing, but there's a fair few dollars in them. Will be good to train on, though. Kevin

Riley, It was the VW one that I was doing my due diligence on....... unfortunately I won't be able to get to Perth until my daughter graduates- mid December........ I fit in the Lightwings generally (tried on a couple of 912's), just that damned throttle is an issue! Cheers Kevin

So roughly, how do things pan out with: A newby and taildragger Lightwing; or A newby and taildragger scratch- built? Cheers Kevin

As a matter of interest, are all the early frames the same size in the cockpit area?

I would have thought Temora would be a pretty good base? But anyway, what's wrong with Canberra? From a flying pov, I can understand; independence wise, I'd have thought it was ideal (except a proximity to CASA issue?). Cheers Kevin

Nice to put a name and face together. I will own a GR one day, although I reckon the VW one in WA has my name on it............ Only 1 small item, put the throttle quadrant above the bar, please Howie? Cheers Kevin

I had the scanner on 124.5 yesterday arvo, a controller was asking what their ICAO designation was, pretty sure they came back with EC30. Of course, may have been a different aircraft....... Cheers Kevin

Hmmmmm, judging by the swastika, my bet goes on the Greenies........ I'm probably biased though, given their history with the WRC round.........

Guys/ Gals, As a relative newby, I'm a bit confused. And please don't beat me up with the 'search' line, I have tried a few different ones, as well as the RAA listings. I'd be too old to fly before managing to sort through it all and get a handle on it. My first understanding: The OWNER can make modifications to their home designed or built plane, and can use it to be trained in. My current understanding: The BUILDER only can make mods to their home designed or built plane, and only the BUILDER can use it for training. I ask as I've found a 19- scratchbuilt that would need some non- structural fuse trimming, and a new canopy, for me to fit into it properly. Would there be a rego category that would allow this sort of work, post purchase? Cheers Kevin

I tried to get into the small Jab for sale down at Moruya. That was, ummmmm, interesting......... I'm trying to get in touch with Eddie at Tocumwal atm, if I go to Albury and Cobram I'll head over and try his Ef on.

Matt, sort of, there have been a fair few changes in the aviation world since the mid- 90's when I did the majority of my GA. So I'm happy with any words that add to the picture. Dave I, I haven't purchased it yet, I'm in the process of due dilligence and hopefully taking a second look in the next couple of weeks. I would have the folding wing version in an instant. Alas, that's my retirement you're talking about! Love the tyres, one less thing to transport to the beach......... Which club/ school is at Lilydale? Any others with Efoxes? Cheers Kevin

Metalman, are the Kitfox/ Gazelle/ Eurofox of similar dimensions inside? I know the Kitfox and Gazelle are.

Guys/ Gals, I have found a cheap single seat scratch built that I fit into, that I would like to buy as a project, while I finish off my licence. A fair few of you will know that I'm 198cm and 130kg, so I'm pretty happy to have found something that fits. I am somewhat demoralised by the range of aircraft in RAA that are able to accommodate non-midgets. I can fit into a GR Lightwing and the later Jabs (so far). The issue is I would need a tailwheel endorsement. I looked at Sydney Rec's GR912, however it appears the useful load is about 170kg. I am not aware of any other dual tailwheelers that would take somebody of my size, unless there's somebody out there who knows of somebody with the 'mythical' 600kg mtow GR.......... So, this leaves with the GA route. A 150 is out. I tried on the 172 at Moruya just to make sure it wasn't just me. I guess I could go down that path, but looking at the Citabria specs (tail wheel), I doubt I'd be able to use one due to usable load. There may be medical issues with a PPL (I am investigating these atm). Could any body out there please help me chart a path through this problem. My aim with aviation is to be self sufficient (build engines, maintain, trailer around, probably 50 hrs annually). I have 11 hrs GA, plus other unrecorded, but this is fairly old now. Cheers Kevin

My search for a training aircraft continues. Monday I sat in SRFC's A22 (centre stick), and didn't fit (I was there looking @ the Lightwing they have for sale). Yesterday, Sheldon from MAC was good enough to let me try on an LS- I was hoping for maybe some interior improvements- but still no go. The dash is very poor design. So far, the only aircraft I fit into are Lightwings and late Jabs. Cheers Big Kev

As an Engo I can see both sides of 2 and 4 stroke argument. With the N3 I'd be after the best power/ weight ratio I could get. Ideally, I'd go for more torque and lower revs of a standard 1600 VW, but sticking 160lb on the poor mite would kill it. A big block Mosler (94mm x 86mm) would do the job admirably, I'd imagine, but I'm a wendy as far as hand cranking goes, so there is weight to be added.

Thanks Guys. The Mosler is about 80 lb. Ideally I'd fit a 1600 vw but that's twice the weight and would definitely upset the balance........ I guess my question is, with all the other interesting licencing stuff that has gone on recently, would it be legal? I fit in OK despite being 198cm, but it would be always operating very near mtow, so I was after some spare thrust.

Guys, Been meaning to get to asking about this for a while. The N3 appears to have been built around the half vw in its various guises. However I'm pretty sure I've seen them with Rotax 447 and 503. Could a 503 and 3 blade be fitted in place of the half vw? It would be a 10 reg. Cheers Big Kev

Nunans, Just re read this thread, and saw your Q regards the headroom. I was very aware of the diag, would seriously pad it but didn't consider it an issue. I'm used to dealing with my head close to roll cages and it wasn't bad. You must be some big dude to have it concern you!! On another note, what is max empty weight? I'd have thought that empty weight for w/b is listed in the log book? Cheers Kevin

Flyerme, what is the empty weight, and what rego prefix? What prop do you have? I just don't get it. I'm prepared to buy, but not partake in a lottery. And I thought CAMS are poor at regulating........ Cheers Big Kev

Guys/ Gals, It's taken a while (a few years!), but I finally tried on a GR last w/e, at Holbrook. In my intro post I was advised, due to my dimensions (6'6", 130kg), that I would fit, and this is indeed the case. Very comfortably too, although the pedals and brakes could go forward........ What I have found in my research on both 582 and 912 versions, are great variations in minimum and max weights. Minimum I can understand variations in via options/ inclusions, however the maximums are surprising. For instance, I was under the impression that 582's were about 240/450kg, 912's 290/544 or 600? Yet, the 912 I tried was 480? Also, another thread on this forum talks about the goalposts being moved in relation to the 582, bringing them down to 400 under 25- reg I think it is? For what I want I have the 582 in mind, there appears to be some around atm, and I wonder whether this rego issue is part of it? Is there likely to be a sensible outcome to the prop issue? I'd have thought Howie's site would have all the detail I'd need, but to no avail. Maybe specs could be stickied in the Lightwing users section? Cheers Big Kev

:confused: Stall is something I hadn't considered. I looked up the 160 after I wrote last night, they have a payload of 240, but a max fuel load of 95! And we have the photos of our 40 deg day in Tocumwal, also the Sportstar which I didn't get to try on (not really interested- too expensive). The above also relates back to what I wrote- it may be ok for the 160 to max out at 544, but do the others for sale (which don't have J numbers or specs listed) which are listed, for instance, as 'Jabiru 2.2' or such, have the same mtow? I can see myself with a low time C150 at this rate........ Cheers Big Kev

:black_eye: Sorry to dredge this up again guys, but I consider I understand mtow from both perspectives, but am still confused......... My scenarios are: I am looking for an aircraft. A number fit my bill, but not my legs and weight (198cm, 130kg). With half tank must have 70kg spare. 1. VP-2 re-engined with 582. Empty 250- 260kg, manuf. mtow 1040lb (473kg). Payload 223kg, possibly allowing a cut lunch. 2. Lightwing 582 has same payload as 912, with different mtow. I believe there are some differences for engine accomm. Some happily advertise that the mtow is 544kg. 3. GT500, 582 mtow 1000lb, 912 1240(?), 582 being advertised to me @ 560kg. When I looked at the figures initially, I thought 'great, light aircraft, 544 mtow'. Being the safety concious type, I would go by the manuf mtow, but this also concerns me somewhat, as the J160 I flew last year must have been close to overload- and this also brings into question the aircraft available for RAA training, in the Canberra region. The above sounds a bit disjointed on re-read, but my point/ question is: you can't just bump up the mtow to a para's max (ie gt500 582 and GR582 to 544kg)? Still confused. Cheers Big Kev