HEON

A bit off topic but connected. Some (Broken Hill is one) has box to put landing fee in, OR you get bill for a greater amount. Even though R A Aus rego I pay as I feel they are trying to keep costs down even though I probably would not get a bill. Coffee and food availability helps!

I know it is not the right thought but with the recent number of R A Aus crashes I was releived to see the word 'glider"!

Garry may...why not the factory? We know the six is a hard/or no starter on cold days. Factory "fix" is to install a Anderson plug to attach aux power. An example of the factory not addressing and solving a known problem but "papering" over it. Is this a possible solution to them stopping in flight...not being able to be started in the first place? Thanks Cosmick for the forum link

Yes he did get a bit stroppy. Tried to tell me he was waving me down and I took off. Would not beleave us when we said we did not see him. Slowly dawned on him that we had probably not seen him when he finally listened to us saying..."do you REARLY think we would have landed again if we had seen you the first time? Did not know at the time that no amphibian is allowed on any water controlled by SE Qld Water. Not evident on their website. Took it up with them but they as understanding and prepared to hear reasion as the KKK was to former slaves in the American deep south 50 years ago. Where the hell is Roadvale International?

Yes it could be...but it needs work! And has for a long time.

Boonah great place. Only trouble I have there is entering the number of landings especially if you land near the lower part..."look Mom, four touchdowns on one landing!" A "few" bumps!

...when your wife will not come to the airfield!

How to land in cross wind is dependent on it's strength and the aircraft in my opinion. In Jab's I have flown (LSA, 160,230) and my Speed I crab (high and low wing aircraft) nearly all the time. In my Petrel which is rated for 20kt cross wind I crab, but as the wind increases I start to add more wing down (large wing area on aircraft), otherwise you can move a lot off the centre line as you kick it streight. In my Drifter I reduce the angle to the wind by angling across the available space/runway as much as possible since the large wing and low weight can get very interesting at high AOA (when tailwheel down/or going down)...and be ready for rapid control input! Thats crabbing normally as wing down can also get interesting but has to be used if you cannot reduce the angle. However if wind is that strong you can normally land across the strip into the wind (Drifters love STOL).

BlackRod has hit the nail on the head! Very few would want a Rotax engine in a Jab IF the Jab did what a Rotax does...I do not think it currently does.

David, I could not agree with you more. To me a 170 with a 912 would be a great aircraft...especially the "new" longer nose/bigger tail one with in flight adjustable prop. My only reservation in doing it now is that I would have to build it; and as 19- rego MTOW is 540-544kg not the 24-rego 600kg (plus a SMALL problem of my wife). Also do not like LSA regs...UL much better. One with U/S engine/minor damage at the right price??? When we get 600kg it will be hard to pass up. If ever factory built probably a done deal!

Ozzie my emphasis on independently wiring is that I had a factory built aircraft where a common earth return was used by error. Do I have to say which wire shorted out? Result one very quiet landing!

Have a look at Rotax 914 instalation manual as they use two electric pumps and it is a proven system. Note well statement there that they MUST BE COMPLETELY INDEPENDENTLY WIRED

Very pleased to hear the news of his initial recovery as he seems to have beaten the odds by living past the normal critical time with such bad burns. His and his families road is still very long. I personally wish them all the best for their future

Sorry about bringing up a old forum, but I can remember a forum that spoke about firewall forward "kit" (non Jab) for Rotax fitting into a Jab. Can not locate it. Can anyone put me on to that forum, or person/persons who know about "the kit" (I think it was from Sydney area)

While flying back to Warwick around 1300EST from Ballina Brisbane Centre said to a Rex flight that Lismore was closed due to aircraft blocking/crashed ? on the runway. Any news?

I am sorry Deadstick I thought what I said was quite clear. Trust this is now clear. I will never own a Jab engine while so many post negative comments on this, other forms, and by word of mouth, about the reliability of Jab engines. Unlike some I feel that so much comment by so many is not just the feelings of Jab engine haters trying to "cut down" the "Tall Australian". Within the comments is the fact that although they are getting better, they do not have the reliability of a Rotax at this point of time. Have said before that in my opinion the Jab 170 is the most cost effective two person Australian touring aircraft...when fitted with a Rotax 100hp engine. When I did my training (in Jab LSA and 160) the school where I did it had both Jab and Rotax powered aircraft. I asked about engine problems as I was going to buy an aircraft and had heard about some Jab problems. The reply was every Jab they had owned had had a major engine problem, while none of the Rotax had. Made up my mind for me, and I have yet to see the evidence to change it. In other words the negative comments stop in Forms because they do not break as they still seem to be doing.

I think Thirsty the Jab engines are being compared to Rotax engines and not the larger capacity US "iron". On capacity the Rotax 80, 100, and 115hp are all under 1300cc. Jab's around 2200 and 3300cc! On these figures the Rotax is more stressed and weight is very similar, yet all have a TBO of 2000hr, and seem to have a much better chance of reaching it. I personally think there is more to it than a simple Ford/Holden arguement as I do not think they are similar for reliability. I own all three Rotax engines...I will not own a Jab one until Forms such as this stop BECAUSE THERE IS NO NEED ANYMORE!!!

No motzartmerv I did not view it personally. As I said in my post 17 the local CFI did (with whom I viewed the site that afternoon), and there is a vidio, and the strip users have spent considerable time talking with CFI and another hanger holder that arrived just after the event. This bloke is currently putting larger engine in his full sized self built Spitfire and was affected to extent of expressing intention of installing foam system in aircraft and purchasing complete set of fire proof clothing for his test flights...his description of the pilot I will not put in print...makes one think death is not the worst that can happen to you. I arrived after the event as I had received a call from a wife who had been phoned on the crash and was (very) concerned as our club was returning from a trip to Avalon and SA that afternoon...we had all arrived (safely) a bit earlier in afternoon. In talking on accident cause we have ideas at the strip but it rearly should be up to the investigation. Aireron reversal motzartmerv unlikely (vidio...second hand information)

Moving body mounted fuel tank could very probably have great effect on C of G. This crash was never going to have a good ending. On lift of at full power at approx vehicle height the aircraft started to bank left moving across the runway. By the time it reached hanger roof height it was knife edged. LH wing tip ran along dirt for some distance nearly in a straight line as lift was lost prior to prop/engine hitting the ground still at full power. Fire started very near prop strike prior to cartwheeling down the dirt beside the strip on fire. While no expert, the impact of this crash I think would have defeated any tank protection or type. I think the broken loose engine would have crushed anything...or the impact anyway if not the engine

Interesting discussion on Vne. Have read of gliders up high (20000-30000ft plus) getting into real problems. Not rearly mentioned is the temperature. Took a Drifter to 8500 to get over some cloud last year (where the rocks went to over half that) in winter. Gives a whole new meaning to cold even in freezer suit, gloves, helmet, and Ugg boots!

As the accident was being filmed by (I think) the son, and was witnessed by a CFI, the cause is likely to come out in due course even though there was not much left to inspect of the aircraft. Personally I got a flight in one at Taree and was very impressed. The one I was in handled very well, as well as going like the clappers with a Jab 6. Same engine in the one that crashed but witness has stated UNLIKELY engine problem. You do not need to be bright to think of controls or pilot being the cause. Lets hope the current spike in accidents stop.

What caused the crash at this time unknown. Marks on ground seem to indercate LH wing then engine/prop hit. Fire very soon after this impact. As engine seems reversed in wreck possibly engine pushed into fuel tank...then fire? Although pilot not healthy, after seeing the remains he is still very lucky, although burns of that extent will require a lot of time and luck to fully recover. Makes one think about what can happen...

New 19 rego Morgan Sierra 100 crashed on what was beleaved to be its first flight at Warwick this afternoon. The aircraft was completely destroyed by the crash and fire. The pilot suffered major burns to nearly all of body except the back.

My understanding re Monto/northern flyin is it is proposed to be every second year alternating with Avalon (ianwells)

LSA's are a can of worms regarding replacement of "parts". We know that a LSA requires the manufacturer to approve modifications. Steve Bell when up for L2 course at Clifton last year in conversation said one (European) manufacturer would not approve the replacement of rivits with a different sort! I personally would replace like with like if no manufacturer repair part available and fight the fight later if required. In my view better to be got for using LIKE replacement than crash due to the failure of aged manufactures part...to me that is a no brainer!