Riley

If anyone fancies owning a Whitman Tailwind, Geoff Oliver's VH-MGO ( see post # 10 this thread) is again looking for a new home. Still with no FWF and needing some TLC. I'm told the present owner's plans to repower with a Rotec R2800 radial have been abandoned and I understand the radial is also available in WA.

Riley,I have a rebuilt zero time corvair that I may consider selling. PM me if you would like more info.

RE

if interested I have a mate in kinglake ,vic, who has had a lot of experience with corvair areo conversions

Bubbleboy is installing one in his pietenpol.

Has any one out there had personal experience with the reliability (or otherwise) of the abv engine in an experimental aircraft? Am deliberating on whether to rebuild a failed unit here but only see American comment on the internet. Any info or details leading to discussion with any Oz operators would be much appreciated. cheers Riley

Jabiru bought only a few bits and pieces through the auction process. No machining equipment.

It was mentioned round the coffee table at the airstrip this morning that it was Jabiru who bought Camit plant and equipment at the clearing auction. Having been out of the country for six weeks recently, have I missed something or does someone have an authoritive rebuttal? Massively curious.

Not airlines and not lost luggage but........ enroute to Sun & Fun after visiting rellies in Pennsylvannia in March, wife & self decided to treat ourselves to an o'nite Amtrak train ride to our destination in Florida. Next day, at a scheduled stop in Orlanda with the choo choo running 40 minutes behind time, we were advised by train staff that it was a 20 minute stop and we could get off to stretch our legs. Pleasanr break yes? but whilst standing on the platform discussing car rentals, we look up to see our train moving off after only some 10 minutes - no "All aboard' call or departure announcement on the Tannoy - just the bloody train heading for Miami trying to make up time with all our luggage. Amtrak platform staff arranged via radio to have the carriage steward clear our cabin and put the luggage off at the next stop (our destination) and, without too much arguement, put us in a courier car for the 90 minute road trip to our end point. Closing note - 4 of our 5 bags (and 1 of some other poor sod's) were awaiting our arrival at Kissimee. The final errant item was delivered the next day. So...to avoid the hassles of airline departure procedures and cramped aircraft seating in the USA - go in style by train - but either carry your goodies with you everywhere or - don't get off the train!

For as long as I knew him Rick was an invaluable source of information and advice. Now - a tremendous loss to the aviation community. An affable gentleman, an unrestricted font of knowledge and a recognized ambassador for all recreational aviation, not just Savannahs. Rest in peace Rick. Sincere condolences to the Morawski family

Alright all you aircraft sleuths. What is this? I have a video of it in flight.[ATTACH=full]49340[/ATTACH]

So much talk about what medical or what stall speed etc.If I was CASA head honcho, this is what I'd do

 

1. Scrap the ASIC for ALL recreational pilots (GA & RA).

 

2, Scrap the Class 2 medical for ALL recreational (RA & GA) pilots who fly by day. There is no evidence to show it has any effect whatsoever & pilots have had medical episodes just after gaining their latest Class 2.

 

3. Have all recreational aircraft on the same register (VH) with no annual fee.

 

4. Have various aircraft classes and licence endorsements with appropriate limitations based on what is happening now. e.g PAX, CTR, etc

 

5. Have a single body managing all recreational aircraft with specialist groups looking after different classes.

Dear Riley. I too would like the "how to make it manual" If you might photocopy it ? I'll glady pay for your efforts.... The aircaft was purchased some 9 years ago!... I can only offer the owner a windscreen so that he has in effect an open cockpit. Making a fully enclosed one would entail ? a blown glider canopy and frame. Even a flat sheet 3 piece would need a frame or two bent plus locating f/glass wok at the back of the cockpit. A nightmare for the owner. He really got ripped off badly.

Hughes Engineering is still there, even if Howie is there only in spirit. Would a letter from them suffice?

 

...but would the re insurer or CASA think it's funny? Don't reckon.

Dosn't the CAO that the aircraft were registered under limit the MTOW? 55/25 etc even if tested to a higher structural weight by Hughes.

Riley - I have an early model Sapphire which I rebuilt last year. I found making a canopy which worked a frustrating exercise - I ended up with a 3-piece side-hinging affair which is just barely satisfactory. I really need to come up with something better. Any chance of emailing the manual you have to me? [email protected]. CheersGraeme

Dear Riley. I too would like the "how to make it manual" If you might photocopy it ? I'll glady pay for your efforts.... The aircaft was purchased some 9 years ago!... I can only offer the owner a windscreen so that he has in effect an open cockpit. Making a fully enclosed one would entail ? a blown glider canopy and frame. Even a flat sheet 3 piece would need a frame or two bent plus locating f/glass wok at the back of the cockpit. A nightmare for the owner. He really got ripped off badly.

Geoffreywh. I'm curious as to what "airworthy inspection" document you refer to that would apply to the subject Cat 25-registered Sapphire (in any condition)? As all RAA aircraft buyers should know, in the perfect sense a valid UACR is a document prepared by either the vendor/buyer/L-2 examiner prior to purchase and validated by an L-2. It is not an 'airworthy certificate' - rather a record of the state of the aircraft at time of sale or re-registration. If the procedure wasn't followed then the unfortunate purchaser must assume a 1/2 share of the responsibility for the bone-pointing. Assuming that we are talking about a bodgy UACR or 'cooked books' then the purchaser is obligated to bring the matter to the attention of Tech Mgr to have the questionable L-2 reviewed. I have a copy of the Sapphire POH and assembly/maintenance manual as published by Freedom Aerolites (predecessors to Steve Dumesney) that I could have copied for you if of any help. Dumesney closed shop about 2 years back after trying for yonks to sell the business. I believe the original windscreen/canopy was a two piece, single curvature, Lexan arrangement which could be easily duplicated. Good luck with your rebuild. cheers

Just re-checked my shabby filing system and found that I have a 13-page 'Sapphire Canopy Manufacturing & Fitting Manual' published by Dumesney in 2001. You are correct, it is an extensive and painful undertaking however, if you feel a copy would be of use to you let me know. Given time, I could also possibly get close-up dimensioned photos of the early Lexan 2-piece canopy. cheers

Sapphire. LSA 25- reg. I have been asked to make the aircraft airworthy again. (It has a ghastly amateurish one piece cockpit hood, fuel/engine problems and dash/wiring that only a 7 year old could be proud of, and no logbook) There is a AD concerning the rudder post bearing. Can anybody tell me exactly what is to be done? A drawing would be good. I understand that there is no longer a manufacturer so to register it would require an E25 registration and an airworthy inspection? I've tried a name published here (Steve D ) but there's no response...Any ideas on how to proceed? The aircraft is factory built and came (originally) with a 3 piece side opening hood. To scratch build that is beyond the owners financial ability. Maybe I can fit a shortish screen? The owner has invested a large amount of money for an aircraft with an airworthy inspection (from WA) and has, at this time a pile of unregisterable junk.

Any day now........

With $70,000.00 on self promotion and advertising in the budget (or at least the last one I bothered to read) how much do think is reasonable? I obviously have a different opinion of effective use of members money!Think about measurable results V BS - we are not a chain store trying to sell consumables - but that is an individual view which many may (and apparently do) agree with. I can accept that but just shake my head in disbelief.

Lots of good microlight flying within an hour or two of Perth.Excellent weather for all year flying. More so the mornings and evenings in summer to avoid the thermals.

Sun is up before 5.00am and down after 7.00pm so plenty of options.

 

Winter is the best flying overall but of course the days are shorter.

 

A few 912 Airborne trikes at Bunbury, and a few more 582's. And I should mention a very fast REVO...

Thanks for jogging my memory HITC, I do recall all of those you mentioned now! My biggest failing was to not properly document all my slides and photos with all the relevant details! I did take a lot of photos in those days. Took 36 rolls of 36exp slide film at Oshkosh 79 alone! Probably the earliest photos of ultralights in Australia that I have would be at the 1978 Schofields Air Show. They were taken with a 110 film camera though so not great quality. Will have to dig them out. May have some super8 movie film hiding in the storage boxes somewhere too!Wayne.

Which Phil did we miss?Phil Istine?

 

Phil Anderer?

 

Phil Osopher?

 

Phil Harmonic?

Fancy having sacrifice fuel in order to carry both a paddle and wellies.

1975 Whing Ding - mac101 engine [ATTACH=full]48229[/ATTACH][ATTACH=full]48230[/ATTACH]