bushpilot

Thanks Spriteah. It's not the cost I'm concerned about, it's getting it right; so I'm going to take you up on the offer. Will pm you for details. Cheers Chris

Thanks Spriteah - Yep, Im talking the coax that goes into the radio socket attachment thingy; but it seems to be molded in one piece and I dont feel confident getting the 2 connection layers of the coax to marry properly in the plug and then seal it the way that it was. So would rather take it to a shop the specialises in these things... I removed the complete antenna cable with the sockets at either end, so can get them to do it properly. (Whoever 'them' is?) Chris

I dropped the A-Frame on my trike onto the top of my Uniden radio - and it caused a seperation in the antenna plug- i.e. the coax in from the antenna is normally glued (I assume) into the spring-loaded female attachment socket that goes onto the male plug on the top of the radio - but the coax is now seperated from that female plug. Does anyone know where in Sydney I could get it repaired??? Txs Chris

Made in China Cessna's response to this controversy: http://www.cessnaskycatcher.com/home/124.html

Beyond what you "hear"... there are parties that I know of that are in discussions and will finalise soon. Why pay big dollars for a used Jab. (factory built or otherwise) with unknown complete history - everyone is a salesman when it comes to moving 'unwanted product' - when you can go brand new factory built, with bugs sorted, for $58K?

Absolutely right. One of the early written reports of Keith and his Joey appeared in Australian Gliding magazine - in the May 1957 issue!

Well done Scott! Anything that Keith Jarvis turns out is going to be 'perfection on wings..' I knew Keith well in the early years of hang gliding (the '70s). I lived in Adelaide and a group of us from Flinders University taught ourselves to fly off the range behind Aldinga, and also the Aldinga Beach cliff. We met Keith after the formation of the SA Hang Gliding Association, and he was, even then, a technical adviser and mentor to many new young pilots. You might remember me to him. Cheers, Chris

Guys - Are your recent posts referring to the AvMap model EKP-IV PRO ?? I want to buy one - guess Ian will sell it to me - but want to ensure I get the most appropriate model for OZ. Txs Chris

Hi Ian, Are they releasing any specs and performance target figures as yet? If not official, can you reveal any of the key numbers? Cheers, Chris

Thanks for all of the observations and suggestions! Some real helpful lessons here. I spoke to Wal at Bert Floods today and as insurance I've ordered a new fuel pump. Will likely add a fuel pressure gauge as well - to keep an eye on what is going on.. Anyone out there retro-fitted a fuel pressure gauge? Just wondering about type and brand.. I guess any 'Repco' supplied diaphragm type will do; no wiring required.

Just studied this chart more closely; it's a gem. Thanks. What's the easiest way to measure dew point? Although it seems that it does not change the 'intersection' point all that much; and in practice I cant see pilots checking the dew point b4 each flight.... So I guess a more simple assessment of temp and humidity is going to provide a clue to chance of icing..

I pre-mix. No injection. As for conditions: 20oC at 8:15am; clear skies; Easterly breeze at say 5kts; felt fairly humid.. Air a bit lumpy and felt about 2 - 3oC cooler than ground level temp, at 2,000AGL.

Little chance of icing - as was still on 80% power after climbout. The extra weight of heavy passenger was making the old girl work pretty hard. So maybe the long sustained slog loaded up the fuel pump - and it was on the way out anyway - but it recovered under lighter load, once on the ground. All I can think of at this point...

Would appreciate some advice from those with Rotax experience. Took a first-time passenger up for a spin in the 503 Redback this morning. Here is how it went: Total time = 112 hours - but is 2003 model. Plugs and all fuel lines replaced at 74 hours. Passenger 96kgs; me 76kgs - but compensated by leaving fuel at 20L mark (Holds 40L). 8:15am - Air temp at ground level 20oC. Clear, light Easterly Pre-flight done; tested both ignition systems at 4,000 RPM Airstrip alt. 3,000'. Took off and climbed to 1500 AGL at 6,000RPM, eased to 5,500 but still in steady climb, THEN after total time in air of 6-7 minutes, engine died to a rough idle; nose down, tried throttle on-off still rough but picked up to 2,500RPM. Did a 180o turn and headed for my farm strip. Did a glide in 'no power' approach (Didnt bother trying throttle again as I figured best to go straight in rather than regain power and fly away from the strip only to find it 'stops' again). Landed OK; taxied to bottom end of strip (700m long), then with passenger still on board did 2 rapid ground runs at varying throttle settings = no problem or misfire. So then we put it in the hanger and did some checks: Fuel drain cock - no dirt Removed fuel filter - tiny specs of dirt only Removed both float bowls - no dirt Checked plugs (20 hours since last replaced) - no problems Noted that circuit breaker was 'out' - depressed it to reset. But remember that the engine was still idling and had 'normal' power after landing - even with circuit breaker out. So, where to from here??? I know that the fuel pumps on 503s often give up after 200 - 300 hours or so, so figure I should replace it. But other than that what else can I look at??? Appreciate any advice :;)2: Cheers Chris

Hi Guys, The original topic starter was asking about experiences out there with NextG and 3G networks - and handsets. But that was several months ago. Our CDMA service is about to have the plug pulled and we are on the fringe of GSM here on the farm - so we are interested to know if anyone has more recent experience with new phones and NextG or 3G. We have to decide on which phones and a service providor by end of this week. Cheers, Chris

It was on a flight just 12 years ago that I flew to Europe on business with Lauda Air.... Chatted to one of the hosties for ages and in the course of that I admired the classy stainless steel cutlery - replete with pointy steak knives.. Then as we commenced descent same hostie came to my seat with 2 complete sets of the cutlery wrapped in a linen napkin and tied with a ribbon! These days they count every blunt plastic knife on collection! ;-) Postcript: Sadly, no mobile phone number wrapped inside the napkin..

The exchanges here have been real interesting guys - but this one cuts to the chase: Now that 'you all' have helped me make the decision to have one, I'm interested to know which transponders have what features - so as to make a decision on type. Easy is good. Cheers, Chris

Thanks... and there's more.. All good feedback guys - thank you.. I guess if I'm going to have one I'd rather get the factory to supply and fit; it's a new LSA a/c and I dont want to start fiddling with electrics etc on my first day home.. :;)2: They quote $3,300 fitted - and I thought I'd make a decision in principle first before asking them more questions - like type, etc.. In that context, are there any differences in current model transponders? If so, what should I be asking to establish what I'm getting for the money?? Cheers, Chris

Warren, I've also owned both - 2 nanos and micro. (& a Piper Colt - GA). I fly the microlight trike at present, having crashed my nano 4 years ago. Problem was a large hang-glider (Moyes 'topless' comp version) and a light trike base was an unstable combination. I got caught out in turbulence and entered a stall / spin at about 100 feet; not good. So the trick with nanos is to use a conservative set-up, with any 'intermediate' type hang glider being best - as they are generally less sensitive in lumpy air. Microlights use inherently stable wings (lowish apect ratios), and there is more weight in the trike base - meaning more overall stability than most nano set-ups.. Good luck. Cheers, Chris

Guys, I'm hoping to benefit from all the experience out there on the question of whether a transponder is worth spending $3,000 on.. I'm close to ordering a new 3-axis a/c and the manufacturer quotes a bit over $3,000 to supply and fit one. I know they are compulsory in controlled airspace / airfields, but I'd like to know what the views are on the benefits that a transponder provides in regular flying. Thanks, Chris

I dont really understand your question here Neale; yet I'd like to help as Ive had a couple of nanos; 1 with Airborne Desire HG and another with Moyes SX5 HG. Can you be more specific? Cheers, Chris

Are Cessna saying the total SkyCatcher production will be out of China? I was assuming (maybe wrongly) that they would produce in the U.S. for the North American market and China for Asia / Europe. If their main market (initially) is the U.S. it makes some sense to make them there. In any case I agree with comments below. I also import lots of mechanical products from China and we have recently switched to Taiwan to get some decent quality... Cheers,

J120 specification Guys - Here is specification for J120... (See attachment) Cheers, Chris Jabiru J120 spec'n.pdf Jabiru J120 spec'n.pdf Jabiru J120 spec'n.pdf

Made an enquiry of Jabiru HO today. Full spec sheet is still being put together, but in essence: Same basic dimensions (span & length) as J160 - but cab is narrower than J160 but slightly larger than old LSA Jab. 5kts faster cruise than J160 - less drag. New improved cowling to better manage engine temps. Solid wings = less assembly time and cheaper repairs; tank in cabin. Manual flaps. Nice price. Chris

So I guess that means that it has the same dimensions as "the old model LSA". Does someone out there have the dimensional spec handy? - ie span, length, cabin width, etc. I've emailed Jabiru and asked about performance specs. Cheers, Chris