Plane down at Hoxton Park airport
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One wonders it it's a Tecnam thing.
First a fleet of em at Banko get grounded due to some crank problem and now this...
Good to see no one got hurt anyway!
First a fleet of em at Banko get grounded due to some crank problem and now this...
Good to see no one got hurt anyway!
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The thread title says 'Plane down at Sydney airport' not Sydney Airport....(Dudes)
Maybe another school that should have bought tail wheeel aircraft eh? (See the tail wheel v nose wheel thread)
Maybe another school that should have bought tail wheeel aircraft eh? (See the tail wheel v nose wheel thread)
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Two down, four to go.
Ultralights are fine for what they do - but can you really say they will hold up to the rigours of full-time sausage factory operation?
Ultralights are fine for what they do - but can you really say they will hold up to the rigours of full-time sausage factory operation?
Suspect the Tecnam doesnt have the robustness of the good old C152. Having said that the C152 willl only take a certain amount of nosewheelers before it would do the same. Flying schools do have an issue - what sort of new trainer should they buy? I think Basair was brave trying the Tecnam.
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CRANK issue? Tecnam? I've NEVER heard of a Crank issue with a Rotax 912S engine. There are no AD's on the latest models that I have heard of.
Robustness? Remember that the makers of the Tecnam have been in business for a long time... how robust is the Partenavia? (if you are going to compare).
They are an all metal aircraft (although some variants have fabric tail).
Everyone appears to be getting upset in the industry with what appears to be a bit of a case of jealousy which is interesting. New aircraft, low costs, etc, etc, it's what everyone else should be trying to aim for. Who needs to train for PPL in large and expensive 4 seaters...?
Robustness? Remember that the makers of the Tecnam have been in business for a long time... how robust is the Partenavia? (if you are going to compare).
They are an all metal aircraft (although some variants have fabric tail).
Everyone appears to be getting upset in the industry with what appears to be a bit of a case of jealousy which is interesting. New aircraft, low costs, etc, etc, it's what everyone else should be trying to aim for. Who needs to train for PPL in large and expensive 4 seaters...?
Time will tell with LSA aircraft, and I think they will only get better.
I've been extremely impressed with the build quality of the Sportstar. The finish is terrific and the view from that big bubble canopy is just awesome. I took one on an early morning scenic around the bay (Port Phillip) a few weeks ago and it was some of the most satisfying flying I've done for a while.
The controls are just terrific and they reward good flying skills and show up your bad points something awful
However a few minutes of coordination exercises (dutch rolls) soon gets feet synchronised with stick.
Only downside is that the aircraft is ......light. Max demonstrated crosswind is twelve knots and the limiting factor seems be aileron effectiveness in 'wing down" technique. On a "rough" day you will get bumped about quite a bit as well.
Stalls for me were a doddle, it just shakes its head and continues to fly. An instructor has however confirmed that if you really try, you can get a wing drop - which was followed by a wing drop the other way after a bootfull of rudder was applied!
And for $125 an hour thats not bad. Anyway, I like them.
I've been extremely impressed with the build quality of the Sportstar. The finish is terrific and the view from that big bubble canopy is just awesome. I took one on an early morning scenic around the bay (Port Phillip) a few weeks ago and it was some of the most satisfying flying I've done for a while.
The controls are just terrific and they reward good flying skills and show up your bad points something awful
However a few minutes of coordination exercises (dutch rolls) soon gets feet synchronised with stick.Only downside is that the aircraft is ......light. Max demonstrated crosswind is twelve knots and the limiting factor seems be aileron effectiveness in 'wing down" technique. On a "rough" day you will get bumped about quite a bit as well.
Stalls for me were a doddle, it just shakes its head and continues to fly. An instructor has however confirmed that if you really try, you can get a wing drop - which was followed by a wing drop the other way after a bootfull of rudder was applied!
And for $125 an hour thats not bad. Anyway, I like them.
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I'm surprised that Royal Vic went with them. They are VERY expensive, rivalling the Tecnams and barely do 100 knots. I'd like to do a bit more than 95-98 knots for $130k in an LSA / Ultralight. A Jab 230 at $95k at 120 knots might have got you there quicker.
I've been told that the 2 x Sportstars at Royal Vic will shortly be converted to ultralight / recreational registration soon so they can lessen their running costs. This was arranged prior to the purchase of the 2 aircraft. Once most hirers have 5 hours on type they will automatically qualify for a RA-Aus certificate and away they go. No restrictions on CTA if the pilot is PPL equipped. Gets a little messy later though when new students come along. The can't fly solo in a Rec aircraft in CTA unless they have a PPL, but yet a GFPT can... catch 22.
I've been told that the 2 x Sportstars at Royal Vic will shortly be converted to ultralight / recreational registration soon so they can lessen their running costs. This was arranged prior to the purchase of the 2 aircraft. Once most hirers have 5 hours on type they will automatically qualify for a RA-Aus certificate and away they go. No restrictions on CTA if the pilot is PPL equipped. Gets a little messy later though when new students come along. The can't fly solo in a Rec aircraft in CTA unless they have a PPL, but yet a GFPT can... catch 22.
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I did a session of stall's in one of the Tecnams and had few issues with it, main problem was cooking up under the bubble canopy - most of the other training aircraft do provide some shade in the cockpit. Will take a hat next time....
But the Jabs have a fragile front end (in my opinion) for those student pilot touch and goes. Remember what started this thread - the mishap at YHOX. Lets not get too far off track. The Jab would certainly be faster than the Sportstar.
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The Jabiru is quite a good aeroplane to fly but the cockpit is an ergonomic cluster-f....k. With three hands, it would fly quite well. Not sure how well any of the fibreglass LSAs would go in a busy ab initio training environment. I suspect not all that well.
What about the Boomerang? Seems to be an old design revitalised.
What about the Boomerang? Seems to be an old design revitalised.
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I think they will do very well, dont forget the Jabiru have been in training service now with the RAaus for almost a decade now. and many have airframe hours approaching the 10,000 mark.
as for a fiberglass airframe, they have proved their worth...
as for a fiberglass airframe, they have proved their worth...