2tonne

I am sure that Mr Ungermann doesn't agree with my assessment. Will have to make the next solo flights as long as possible! If this proposal goes through, and if Jabiru can't resolve it quickly, I am concerned it could mean the end of Jabiru in Australia.

I'm flying at Lilydale, and from what I understand they have had three J160s online since around 2007. I believe they have had only one engine failure and forced landing in that time. With each aircraft doing somewhere in the order of around 1000 hours a year, I see the risk of having an engine failure while I am flying solo as pretty low.

Well, I am a student at the stage of regular solo flights in a J160, but looks as though that may not last long. Better hurry up and get my certificate!

According to Wolfram Alpha, the humidity at the time at Mudgee may have been somewhere between 50-60%, and the temp around 20 C. I guess that makes carb ice on descent a possibility.

I joined RAA in 2013. Strangely enough, it was reading QF32 that made me want to have a go at flying. At that time, I thought the only option was GA/PPL and so thought (as almost every non-flyer I know also does) that learning to fly is hugely expensive and very difficult, hence you wouldn't do it unless you wanted to work as a pilot. Looking at flying school websites I found out about RAA. If I had known more about the recreational side of aviation, I probably would have had a go a lot earlier. Most people I know are still surprised to hear about recreational aviation - when they think of pilots they envisage white shirts and caps etc. Would it be cost effective to promote recreational flying to a broad audience? I don't know, perhaps only those who would have found RAA through other means would sign up anyway.

Well, that's crystal clear then

Looking forward to seeing that one. And interesting to note it is narated by Harrison Ford.

There is a veterinary research scientist Dr Slaughter. His full name is Ralph Slaughter and was referred to be one of my former colleagues as Dr Vomit Kill. There is also a well known molecular biologist, Dr Richard Titball, but often referred to as Dick Titball. Doesn't relate at all to his profession, but sounds kind of funny in a very juvenile way.

I love comments like this - takes me back to the geeks at my school battling it out in the playground:laugh:. Oh, and I wasn't one of them ok.

Ok, thanks John. From this it seems pretty clear that regardless of whether the aircraft has a type certificate, is LSA or whatever, if it fits the 95.55 definition (ie not weight shift or powered parachute, has a single engine, single propeller, MTOW not exceeding 600 kg etc) and is registered RAA then it fits the official CASA definition of an ultralight. Tony

Yep, that's where I was heading

And I was thinking I was worth a little more than $60K, although my wife would probably pay that much...

jetjr, I thought that might be the case. I am seeking the insurance through my super fund because the premiums charged by super funds are typically lower compared to other insurers. I have also looked at insurance offered by one of the big banks. In that case, the premiums were hefty, but as long as you disclosed that you were engaged in private aviation when making the application, it made no difference to the premium. Looks like I might cop a high premium either way!

Thanks for that Russ, just wasn't sure if there was some distinction (relevant for an insurance underwriter) between rag and tube type ultralights vs the heavier Jabs etc.

Probably a stupid question, but is a J-160 C an 'ultralight'? Reason for asking is that I am completing an application for Death/TPD insurance (at my wife's request...) and there are some questions in relation to aviation. One of which asks if I have or will be flying an ultralight. I am not sure what the official definition of an ultralight is, or whether the J-160 fits it. Or is it an LSA? (or something else?). Thanks, Tony

Looks like a contemporary knock-up. I find her shape quite acceptable, but then I haven't had art classes.

Dutchroll, very interesting. Companies naturally like to maintain profitability in countries with favourable taxation (e.g., Singapore) while shifting costs back to countries with a higher tax rate (ie Australia). Unfortunately, some companies end up falling foul of the 'transfer pricing' rules and get slugged huge penalties. This is just a general comment btw - I am certainly not suggesting that any particular company is doing anything that would fall foul of the tax laws.

From what I understand of lithium ion batteries (lipo) from using them in RC, they can become unstable when discharged rapidly (potentially leading to thermal runaway and fire), or when over discharged resulting in them becoming unstable. I believe that charging an over discharged lithium ion battery must be done carefully to avoid a battery catching on fire, and that it is not the usual charging process that is done to recover an over discharged battery. For RC purposes, I have always charged lipos in a fire proof bag on a non-combustible surface just to be sure. According to some information I found online for the Brallie G9, this 12v battery should never be discharged below 10 volts. Presumably it should be used with a low voltage cutoff to ensure it is not over discharged. Don't know if this was the case with this aircraft.

You're welcome Bex. 4400lbs...hadn't thought about it that way before. Either way, it's lucky that I sneak in at a few lbs less than that.

Briefly, TRIPS is an international agreement under which countries agree to treat intellectual property produced by nationals of other countries in a particular way, for example by providing a patent, trade mark system etc with minimum terms of protection, systems of enforcement among other things. Generally speaking (but with some exceptions), patent applications still need to be filed in each individual jurisdiction to be enforceable in that jurisdiction. In other words, if you only file a US patent, you can only enforce it in the United States. Same goes for China, Australia and so on (although Europe is seeking to implement a "unitary" patent that will cover all 25 EU member states). Just to confuse matters slightly, there are PCT International patent applications as well as various other regional applications (e.g., current European applications, Eurasian regional applications and a few others) where you can file a single application which reserves the right to file patent applications in member countries at a later date (helps defer costs). So, while these applications can cover many countries (148 under the PCT), you still need to eventually file separate applications in the countries where you wish to enforce your patent. Hope that is helpful.

From a quick look, seems as though the patent application was only ever filed (and granted) in the US. So, if this was the only application Hartley filed in relation to this cam drive arrangement, others might be able to use it anywhere except the United States. By the way, a great site for looking up patent information for free is www.lens.org/lens/

The failure at Lilydale happened in a J160 I had been having lessons in. My instructor, Bob, was taking a 16 yr old girl on a TIF when engine ran rough long enough to make pan call. He landed dead stick on the runway without incident. Engine had over 800 hours and I heard that it was a valve that gave out (might have been speculation). Needless to say every lesson after that had simulated EFATO at various positions in the circuit. Was drummed into me not to consider turn back unless on crosswind, so at least 500 ft gal. I enjoyed the glide approaches as they introduced a couple of new skills and thought processes. Best thing though was that the girl who was onboard returned a few weeks later for another go. Tony

Welcome Ben. I have been training at Lilydale and went to first solo in a Jabiru late last year. Had a great time with Bob Irvine as my instructor and can't fault the instruction I received. A very friendly and supportive environment at the school. I am now on a spouse-enforced break from flying.....something about family responsibilities, money, blah, blah, blah.... Cheers, Tony

From a student's perspective, I find these discussions very interesting, but of course I have to be discerning in the information that I take on board. Regardless, even if I pick up a different point of view from a thread compared with that of my instructor, I would NEVER attempt something new or different in the aircraft without discussing it with my instructor on the ground first. If I did try something new without discussing it first....well, I am not brave/stupid enough to do that...

For crosswind landings, I understand the standard techniques are i) crab/ de-crab or ii) sideslip (wing down into wind and opposite rudder) or a combination of both. In both of these techniques, are you not ultimately using rudder to align the nose of the aircraft with the runway (i.e., steering with rudder on final)? I am not talking about making turns using the rudder (as I would always make coordinated turns with aileron and rudder in the circuit), but is seems use of rudder on final to align with the runway is normal practice...mind you I am often wrong about things...