Tasmag

Jaba, Here is the link to Aircraft Spruce for the radio, they have increased in price since the move to the USA, I'm pretty sure they used to be $1095. MGL V6 VHF AVIATION RADIO TRANSCEIVER from Aircraft Spruce Mike

The V6 is still available from Aircraft Spruce and MGL USA, who I believe now manufacture it as they purchased the licence from South Africa.

Jaba These may help. Also have a look at the MGL V16, only two place intercom though. (Rainier did say that it could be wired for 4 places if you used identical headsets all round) Mike Dual v6.txt Dual v6.txt Dual V10 diagram 25-May 2010.pdf Dual v6.txt Dual v6.txt Dual V10 diagram 25-May 2010.pdf Dual v6.txt Dual v6.txt Dual V10 diagram 25-May 2010.pdf

Yenn In a radius of 10 miles from where I grew up was, Nowhere else, Paradise and Hells gates. Mike

Ben Just out of interest where was the beach pic taken? Mike

I thought the backpack may have been fuel, didn't really look like a parachute, but was definitely wearing an inflatable yoke.

spacesailor, when were last at Dalhousie and how hard was it to get permission to land. Everything I hear suggests it is quite difficult. Flew over the top a couple of years ago and wasn't game to try our luck with a landing.

Tassie weather is definitely changeable, all the more reason to arrive overhead with more that 30 mins fuel. Quite a few strips an hour away from St Helens that wouldn't have been obscured by sea mist.

I am running Ozrunways on a Samsung S8.4, no problem with processing or freezes. Just a little disappointed at the development speed of the Android version, missing a lot of features of the IOS version. I fly alot with a friend using a Mini iPad, if I wasn't so biased against Apple I would have bought one for the added capability with Ozrunways. If I were to replace this tablet with another Android I would probably look at the Samsung S2 for its faster processor (Compared to the Tab A)

If you need to save some weight then the Ocean Signal PLB (PLB1) is a very small unit, a bit more fiddly to activate as well. Doesn't have the battery life of a dedicated EPIRB but with GPS location being transferred on the first Satellite pass the inbuilt homing signal (121.5) isn't as important as it was. Whatever you get I strongly recommend that it is GPS enabled, makes a big difference to rescue times. Mike

Or is it the cost and preoccupation of building a plane that leads to a dearth of both.

Bex, What do you anticipate your design will be built for?

Yenn, not really any further progressed. I still like the J430 for the ease of construction and simplicity. The idea of a low wing SP4000 appealed for the engine more than the airframe, although the carrying capacity is a bonus. I want an aircraft that can do long distances with a fair bit of gear, hence the 4 seat bias. I suspect I will end up with what I originally planned, a J430 with a jab engine.

No aircraft is ever cheap but where can you get a slippery highish performance aircraft like the RV9 for much less that 100K with all the fruit. Even a Jabiru 430 will cost about 100k once you put in a second radio and Transponder.

Jabo-who, That is what I had originally planned, build the airframe and wait for the engine. I like the idea of the Rotax, one downside is that they don't really like Avgas though. I am just being lazy wanting Avgas, it is very handy to pull up at a pump and fill up on airport.

It is interesting that an experimental RA build can fly in CTR, a friend was advised that he could not fly into C or D with his home-built Jab under RA reg, even though he had a full PPL. I will ask if he had a reference for the restriction, or whether it was simply word of mouth.

There has been a few posts talking about the costs of Lycoming services etc. I am interested to know if there would be much difference between Rotax/Lycoming if you were doing all your own servicing and repairs (Excluding rebuilds). Would the initial cost savings of a Lyc be eaten up by the ongoing costs when compared to the Rotax. I have been assuming the actual fuel costs are about the same when you match performance between the engines. I am ready to be shot down but one would think that it is roughly the same amount of fuel per HP, although the Rotax may be a little more efficient based on the given figures. I have flown many hours in a Jab, a few as a pilot and many as a passenger, and am confident that the J430 airframe would do for the flying I want to do, which is multiday trips on the mainland and beyond, especially at 760 Kg MAUW. The SP4000 drew my attention for it's carrying capacity and the addition of a traditional aircraft engine at what appears to be similar running costs, to the Jab when powered back to match it's performance. I also calculate the Lightwing could probably be built for slightly less than the cost of the Jab. The only real concern is the ongoing cost of the Lyc, especially if something goes wrong with the Lyc. I should also add that a 914 in the Jab would tick a lot of boxes, but would add at least 20k to the build price.

Unfortunately you cant fly a home built RA registered aircraft into CTR, but the same aircraft with VH reg can. Go figure. A friend had this issue and had to convert to VH after registering with RA.

Skippydiesel, yes I should have mentioned I was always planning GA, need it to fly out of CTR here in Launceston and the extra carrying capacity.

Firstly, thanks everyone for their responses and input. The Rotax in a J430 is a good option in most regards, except the price. The quote I have puts the engine at pretty close to $40 000, which has real potential to overcapitalise the airframe (IMO). The UL power and D motor, look like an option, but similar to the Rotax they seem pretty expensive. Yenn, I am interested in your experience with the O320, in particular what percentage of power are you pulling for 140Kts and 30Lph? I had thought an option was to look for a used O320 with 1000 or so left to run and then I can upgrade to an O360 if I ever wanted to. (What are the chances of picking up a used O320 for around $12000) Skippydiesel, The ATEC Zephyer looks to be only available as a two seater, I am looking at 4 seat options at the moment for the reasons below. The 4 seat requirement is mainly so that I can carry camping gear etc for longer trips, plus I'm not a small person and my flying partner is similarly built so most two seaters don't give us the range we would like when we add even basic gear. We have done a few long trips in a J170, but range hurts us for some areas, most recently Mitchell Plateau where we had to bail because we couldn't fill the tanks to capacity. The Cougar 2 does looks like a good option, thanks Ray. You can probably look forward to a few more emails picking your brain about it! Anyone have any input on running costs associated with the O320 in an experimental airframe given that I intend to do my own maintenance? I suppose that any spares required would generally be certified and therefore expensive.

Hi all I am currently trying to decide which craft to build early in the new year (Hopefully) I was previously set on a J430 for the carrying capacity and range but the closure of CAMIT and the introduction of a new 3300 next year had me looking around at alternatives. One that I found was the SP4000 from Lightwing, not many flying so difficult to get some real world performance figures. I have spoken to one builder from the forum but he has a much bigger engine than I would like. I am really after something economical to fly - 120Kt at 25lph is my yardstick at the moment. Had initially thought that an o320 (160hp) would be ok in the airframe, but maybe it needs a little more poke to get of the ground in a reasonable distance? The 0320 would probably use a little less than 35lph at 75%, but was thinking that at 55% it might still pull the SP4000 along at 120. The site list take off distance as 600m, but another source (Youtube) from ALW states that it needs 800m with 180hp. Anyone have any knowledge/thoughts of the airframe or any thoughts on it or engine choices. Mike

Bridport is anther option, would probably have to head to YMLT for fuel though. Some nice flying there and if you ring Bridport I suspect it would be substantially cheaper that YSTH (Who don't mind charging)

If you were considering a charity aligned to the aviationtheme you could look at Funflight. Haven't had anything directly to do with them but was recently told about it from a member of the Aero club.

Tellerto-Which company did you use for the transition to RPL at Caboolture.

What about one of three or so options. If a few manufacturers were approached they may come on board with a deal of the winners choice. Jab/Brumby/RV12 springs to mind as a good spread.