Roscoe

I think there maybe more value in purchasing an aircraft with what you want already installed.

I can't see the 172 I mentioned gaining anywhere near the 50k that was spent.

Instead of purchasing an average 172 and spending that amount, there would be more value in a newer 172...

I will endorse that!

It will cost a fortune to install the gear you want.

Better off buying an Aircraft already fitted out,

The cost of the equipment plus installation will be more than the value of the aircraft.

Yes but it should have a closed banner on it even though the ad still shows.

People then know not to respond

And if you go through existing classifieds you will see what i mean

See image. This does everything i want and confirms known info

The

I've done that but the ad is still up......

Yes but it should have a closed banner on it even though the ad still shows.

People then know not to respond

Hi, I’m sure this may be covered somewhere else..however. I’m looking to purchase a182 and replace some of the instruments with Garmin products..g3x touch, radio, autopilot etc.

‘yes I know it will be a high cost but I like ‘bells and whistles’ :).

I’m based in Albury so I’m looking for recommendations for a business to do the work... Melbourne, Sydney, Brisbane.. doesn’t really matter. If you know someone or from previous experience has been good, professional and not a complete rip off on pricing could you please let me know....

I’m just doing the homework now so when it does happen I can move forward.

Thanks Gary.

There are 2 organisations at Bankstown that i have used.

Pacific Avionics and Eastern States Avionics,

Both have done a good job and are well respected.

You will need to take your Aircraft to them and be prepared to leave it with them for a while.

PM me if you want to discuss further.

My Jabiru was bought as a kit in 1998. I have just done a carby overhaul job and now I am worried about the fuel pump. The factory only replaces the whole unit at a price of $260 which I think is a lot of money and I don't even know if the old fuel pump needs replacing.

One aspect is that there is a backup electric fuel pump, so maybe the best thing to do it wait until the mechanical pump fails.

What have others done?

Bruce, pay the money and have peace of mind.

As you say, you have backup but why rely on that?

I dont think $260 is exhorbitant. I replaced mine a while ago with the Jabiru updated model with no issues since.

Now my question is how do I remove an ad after the item has been sold??

I guess I'm slow but can't find a way to do it.....

You will find a drop down menu and select CLOSED.

BlueAd, that is good advice , They have done this before with many different students. I find the best teachers are ones that can adapt/vary a little to suit the student. I'm not at all concerned about the W&B for the training.... We are not going up there with a toolbox of housebricks..... BUT:

 

Actually the thing I wonder is : will I easily develop the intuition of 3 axis coordination, or will my brain / visual +hand eye acuity just not be up to scratch learning late in my life (49) rather than earlier. I guess I am dazzled by the learning rate of my 5 yo and 7.8 yo , and wonder if humans continued to be able to learn at that rate (at 5 years old) their whole life, what sort of place we'd live in.

 

Thanks for the Mackay offer ! I have a feeling the aircraft I buy where ever will be a long ferry home. Sort of reminds me of driving my first car I bought home some distance, barely held together learning to drive a manual gear shift for the first time doing it..-GLEN

Youre not too old!

My late father started his training at age 55 and despite struggling a bit with the theory, obtained his PPL and gave up Bowls due to his new found passion!

Made new friends and changed his life.

Didnt hear back from the guy.

If anyone else wants the book gratis let me know.

and as for your steep dive example, I would say the answer to that riddle you have provided it is about relative airflow. The relative airflow over the aircraft would be the same as in level horizontal flight, and the CoG conditions are based on some airflow benchmark (presumably cruise but I have little knowledge of the specifics of aircraft design) , . did I pass?

Glen, with respect, I think you are going into this W&B thing far too deeply.

When you start your flying read the POH for the Aircraft you are operating, and go through some loading scenarios with your Instructor.

Dont overcomplicate with in depth mathematical formulas or you will find your Instructor might get fed up fairly quickly.

By all means, read up to your hearts content, but i believe you are going way beyond whats necessary in understanding basic loading stuff.

Just enjoy your flying!!

Trying to be helpful - You could go for a fuel flow /monitor eg Gauges & Sensors. Just meter the quantity in the tank and it will tell you not only what you are using but how much is left

Yes my JPI FS450 instrument does all that plus gives me rate of usage, fuel remaining etc.

Easy to set up and interpret.

Some of those fuel tanks that sit behind you made of semi transparent plastic of some kind are CALIBRATED in the most simple way. Have a bit in and run it dry so you still have the unusable fuel. Then add increments off 20 L or so measured carefully and mark each level with a dark line Go all the way to the top and write total fuel XY litres. THAT has got to be fool proof. Thin and long wing tanks are not so easy. but you know when they are FULL and when they are EMPTY. IF you add a measured amount to an empty tank you KNOW how much is in it . You can also drain a measured amount from a full tank. These are accepted ways to accurately determine what fuel is on board. Even the best engines in the world need fuel. or they stop. Dip sticks are OK if the plane's level and the stick is correct for your plane and you KNOW that it is. Absolutely full tanks can vent fuel parked on slopes or taxying fast on bends. Fuel can disappear from your plane overnight. Nev

You cannot see the fuel level in the Wing tanks on my J170.

Since I am the only Pilot, and am hangared, I always know my fuel state, but still have 3 ways of checking.

Analogue float gauges at the Wing Roots

Electrical sender gauges on the Panel in front of me

and

A JPI Fuel Scanner instrument which is very accurate within a couple of Litres at each refuelling.

The first 2 items were standard equipment when the Aircraft was built at the Factory.

Propeller warp drive suit Rotax Brand new with 11 inch spinner and backplate . All hardware included

$2300

Paul 0414677971

Paul the Forum has a dedicated classified section for ads.

Why the class 2 medical for an RAAus licence?

The remainder seem to be at GA, VH reg prices, but all you get at the end is an RAAus cert with X country endorsement.

I think the Class 2 Med is because that training organisation operates in a CTA zone.

I didn't know about point 4. Should I arrange for a heavy-duty resistor in the charging circuit on my Jabiru? By this I mean something like a high-wattage 2 ohm resistor between the voltage regulator and the battery. I thought the voltage regulator would protect the alternator.

Hey Bruce, I am confused by all the technical talk going on in this thread.

My Jabiru J170 has the standard Odyssey PC625 Battery and Jab factory Voltage Regulator.

Any cause for concern?.....never had any issues!

Good grief! Have a look at the Conditions of Use required by Canberra Airport Pty Limited. You'd get a better deal from Satan for your soul. If you accept their conditions, you virtually have no Rights except to park an aircraft on the airport and use the taxiways and runways (but not bad at $2924.36 per annum ($8.00 per day) if you are a permanent).

 

https://www.canberraairport.com.au/wp-content/uploads/2020/06/AVI-LRA-LCA-application-CA-conditions-of-use-June-2020_PROOF-02.pdf

And dont forget the dreaded ASIC if you want to operate into a Security Controlled Airport like Canberra!

Hi Rossco RPL and endorsements will get you in cta. Andy

Correct, plus the medical.

Alright . what comes first.

Do I need RAA to participate / do the flying training, or is a typical method to run the flying training and then join RAA?

Find instructor that fits me in a suitable location. I've had a bit of advice on this, either immersion and stay on site/in town, or something close to home that is a short drive ... What's the maximum number of days between steps ? I can do a full immersion but young family I really need to go home regularly for 'optional activities' as the wife sees it...

 

glen

If you start with RAA, I believe you have to join as a temporary member for a short period.

Talk to an RAA School to confirm, or ring RAA.

Your other queries i cant help with, thats your call.

With GA , you will need an ARN number which you can do online,if you go the GA route to start.

Welcome Glen

You realise you will need a PPL and Class 2 or Basic Med Medical Cert to operate in Controlled Airspace

This is in addition to your RAA Cert

Sorry i think you covered this in your first post

Welcome Glen

You realise you will need a PPL and Class 2 or Basic Med Medical Cert to operate in Controlled Airspace

This is in addition to your RAA Cert

Hi, My name is Glen, just joined. I live in Canberra these days.. I am 49 yo, a self employed electronics engineer with a youngish family..

 

My plan is to get my RAAus, RPL+endorsements, buy a LSA etc. I'll join RAAus as soon as the go button is pushed.

 

My industry background is high end micro and industrial electronics, radio, - aircraft avionics are a doddle ( for me) .

I have a good working day to day background in things mechanical , structural, so doing the maintenance on my LSA will be an enjoyable and satisfying task. I like things that are detailed and serious.

 

I've done a fair bit of right hand seated GA fixed flying for work and pleasure, and a fair bit of rotary time in G and C airspace.. Familiar with radio procedures . I know you don't want to p1ss-off the ATC op.

 

A PPL (1500h)+VH registered owner I used to fly with alot has recently stopped flying, so time to do it myself.

I think also I can provide some give-back to the organisation and associates in an aero club on my electronics caps from time to time..

 

Have been reading and interpreting CAO 95.55.....

 

As far as I can tell, I can, (but this is only my interpretation! I may be wrong) with a RAaus+RPL + specific endorsements, with a RAaus registered , factory built non modified (or having approved modifications) an LSA with radio and transponder, I can fly in and out of canberra YSCB. ... The thing is, I have never heard or seen a RAaus reg at the airport. Maybe needs to be VH, but according to my interpretations of 95.55, an RAaus factory built 23.xxxx or 24.xxx is OK.

-glen

Has anyone fitted the new gen 4 piston in a gen 3 with any success . I'm told the gen 3 piston is no longer available. probably because of skirt's cracking.

gday, did that come from the Jabiru Factory?

Thanks for the replies. I think I have sourced support locally (Townsville). Microair aren’t an option any more it would seem. Phones are not answered and I’m told they have scaled down their avionics operations. Perhaps someone else might know more on this...

Yes Microair no longer service their Avionics,

I have the book you are after. Just pm me and we will organise, you can have it!