jetjr

Not really Jab problem - anything with Bing carbs, but something to check for

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https://www.faasafety.gov/files/notices/2010/Apr/10-01%5B1%5D.pdf

Off topic - BUT

https://www.youtube.com/watch?v=XT3DeVEXXYo&NR=1"

He must have had some sort of electrical issue - lucky he was wearing a chute??

I had always presumed the 45 kts was in landing config. But, having done some checking, I find the FAA talking about "Maximum stall speed of 45 knots" and at some of the LSA manufacturers' websites a reference to 45 knots clean. It certainly would require a big rework to get a J160 down from 53 KCAS to 45.

I think Lightning has wing extensions, which suits Homebuilt and without for GA (higher speed) These changes were mostly around slowing the AC up to 120kts max

Here, not having top speed limitation ALL lightnings can run without extensions and still make 45kts stall.

Once the MTOW rises - one day - it will bw able to go as high as manufacturer states it can whilst still being under max stall speed of 45kts.

LSA may not become redundant as they could easily say 19 reg homebuilts still cant be used for training.

A few questions

What prop is on the Alpi?

Has it been overhauled and/or had flywheel SB implemented in that 1000hrs?

Premature engine wear is also a known issue possibly incorrect ring clearance and there was an issue with bolts holding heads on causing out of round cylinders. Very easy to see and check. I believe it was in a Jab newsletter or maybe a JSB.

Through bolt is a problem with no correction or AD associated that I know of.

Dont IFR levels start @ 5 or 6000? Might be why they wanted us unskilled drivers lower.

Hmm OK, I thought a PPL in RA AC was OK over 5000ft? They can fly it into controlled airspace (with txr).

I guess you wont get challenged as they have no idea if you think you will sustain injury if you had to land quickly.

Also I guess they wont know if you are VH or RA regd? Not likely to question every aircraft they see over 5000.

I can fly for 3.5 hrs and receive just one or two radio calls and aside from centre and IFR aircraft, hear nothing which concerns anyone outside main aviation hubs. I dont feel phone or music is a big problem. ANR allows this to work OK as you can hear everything much more clearly. ANR technology goes a long way to improving radio comprehension and accuracy.

And absolutely when approaching areas where other AC are turn aux input gear off,

Regarding "new rules" for radio use, I was trained to make all required calls all the time. So whats the change? Does anyone NOT use their radio just because they are inbound to a CTAF rather than CTAF-R?

This was all discussed here when the mandatory radio was proposed. It mostly affected the small proportion of aircraft currently without radios.

Also not much else in our panels is TSO, so why would we be concerned with using non TSO aux input device. It is infact a feature of some TSO radios to have a music player input

"I have often flown above 5000' & to date have never been challenged by either Centre".

You wont get challenged as it is YOU who are restricted not the Aircraft and centre have no way of knowing if you are PPL or RA.

Another interesting track is Griffith to Toc or Shep - 179 i think and that puts you inline with traffic headed north east from central Vic

If you are above 5000ft and flying hemispherical levels, there should be very little chance of traffic conflict

When flying North-South tracks, you can very easily conflict with aircraft travelling up to 179 deg to you, ie maybe 5 deg from head on and at same level

@ 200kts+ closing speed it happens really quickly and they are very hard to see too

Yeah, I had a look at a "compact" HID from Narva - not only big but heavy too.

How do you mount these Gu5.3 lights?

Jabiru have a housing which clamps to LH strut which may suit.

Anyone know?

Will a single 35W HID light, or rather the ballast cause VHF radio interferance, or any other problem?

Im looking at using an automotive type one in a Jabiru due to low current requirement

Any experience?

Sorry to generalise but most regional strips Ive been into which are CTAF-R have RPT traffic and ASIC is required. I thought RPT was why they are CTAF-R?

Anyway YGTH has fences, entry codes (which is the CTAF-R freq), RPT traffic and besides all this the normal tie down area has bad catheads.

Area in front of hangers is beautifully irrigated lawn though. Good Aero Club and some great restaraunts in town. Nice place overall.

Griffith is CTAF-R so would be tough Id have thought

I havent heard of it but newer models have larger red type

Yep report it or next thing we will hear is we have lost some creditability because of our poor airmanship

Unless its raised as a clear complaint against GA pilots it will become an RAA issue

Wouldnt Unicom have had something to say?

Is there a in flight adjustable (auto or manual) to suit Jab engines?

Also re the Piper sport, somewhere else someone claimed it was a Sports Cruiser clone and it was strongly knocked down. It is a all new design and looks similar thats it

Believe who you want to believe!

@ $120K US for a base model it must do something good.

Dyn Aero are also building at a twin Rotax powered 4 seater Kit

Not LSA but still looks good

Dyn aero in Aust/NZ are www.Love4aviation.com

OK..... a hot topic

Id reckon RAA will have an inherant group of members who join up, have a few lessons or get Cert and then simply stop flying or move on to boats, camping, fishing, fast bikes whatever

When things are going well, just keep on paying, when things grow a bit tight or even if people PERCIEVE things are going to be tougher they may drop out. They can always rejoin later.

Issues regarding changes and adds in magazine etc, the adds there will be for the big ticket items which make money and can pay for the space - nothing to do with what represents the board or members.

Talk of forming separate groups threatens to loose our strength, those who think by breaking off, CASA etc will ignore them are mistaken. You just wont have the strength to have the opinions heard. Now forming different "classes" within RAA may have merit but its a slippery slope.

Like any large member organisation, lots of commentators and valid comments

I had a read of Aveo site, After flogging all other LSA makers, they seem to have done the same except add a heap of smart electronics

AC looks great, but not sure where its a leap ahead of others which they criticise others for doing?

I must be missing something.

I was looking to do this with a G205 stick grip

Ray Allen Company - Stick Grips

They suggested it would have an isolation switch on panel to prevent accidental use (could replace current flap switch)

AND it would need relays to run servo - pretty complex for the benefit

I may put in flap switches on LHS side of panel rather than middle?

I was just having a stir regarding Maj being hard to please, and agree we do need to keep pressure on makers to do better. Trouble is development costs money and adds risk. Jab has spend up big designing new wing and new engines and the whole LSA route and probably needs to consolidate as it hasnt been a wholly smooth road.

Key people there are also reknown for not changing thier ideas easily. Its worked for them so far.

There are others moving up however I reckon they are still very small volume producers so are facing different problems. Jab still provides good value aircraft with a few problems but have many hours on airframes too.

How does LSA certification work? ie if they change say a nose wheel assembly setup, or flap operation method, does it have to be recertified or can the maker just approve it and keep going?

Its up to the pilot to operate the AC safely for the airfield he is operating and within his capabilities. Not follow POH blindly. As the HFactors exam taught us...... analyse and manage the risks .

At some point downwind I know what Im going to do and bring on flap in two stages depending if second stage is needed or not. When I can I use it (except that bl**dy lever which pops out of stage 2 does influence descisions)

More flap slows you down, OK, but results in much steeper approach angle, more agressive flare and can complicate a go around. Controls are also more sluggish and the AC is more prone to float and drift and associated problems. You also have limited ability to alter approach angle and can risk overshooting mark.

If you are at a strip which you know well and has 100% more strip than required, with unknown or possible slightly gusty conditions near ground, why not carry the 5kts and land cleanly and positively.

Also depends what weight you are at - Jab has had the same wing for LSA55 through to 700kg

Your landing skills will have greater impact on touch down speed than just which flap setting you use. Basically work out what works for you and use that - aim is to be as slow as possible when touching ground

Wearing out tyres and brakes isnt a consideration

"Clever Japs" didnt have to have their product recertified at huge cost everytime they made a change

They are also masters at implementing electric gadget upgrades to cars we buy everyday, electric windows, seats, mirrors, gearboxes, throttle control, cruise, injection etc etc. All of which we dont need but still flock to buy. Over time they become highly reliable, cheap and standard equipment.

I doubt theres anything Jab could do to please Maj :), so thats one customer they dont have. Cant please everyone and thier AC arent suitable for everyone. Thats why theres other types. Pick one with the compromises you can live with.

As you rightly said they are selling plenty