Planning continues for our Devonport TAS conference being held from 2nd to 4th March 2018.
WE have some exciting announcements as far as guest presenters and speakers. Our program is taking shape along the lines of feedback from members who attended Goolwa.
Devonport is a beautiful part of the world so please come and join us. Save the date now.
If you are planning any sort of Avionics upgrade including ADSB, or an upgrade to IFR, we will cover that. LOBO Oz is pleased to announce that Patrick Coleman, our Australian and New Zealand Sales Manager from Garmin, will be presenting at Devonport. An ideal opportunity to see the Garmin gear first hand and ask questions specific to us here in Oz.
Feedback from Oshkosh and from the joys of fault finding new avionics like the G3X etc. When you ring Garmin Support with your problem, the first question they ask now is: Do you have a fast stack hub installed. If yes they will ask you to call back when the hub is removed.
Evolution Customer Update October 5th, 2017 As you all can imagine from my first message, the past 48 hours have been pretty all-consuming. We have completed the first phase of our restructure and are now developing the specific needs and processes to move forward. Company update: Tuesday afternoon October 3, 2017, we had to lay-off 22 full-time employees out of 49 total. At present, our focus is on fulfilling all current orders, primarily in the avionics portion of the business. We also have three complete Turbine Evolution kits on hand and they are certainly for sale! These kits will be sold to new customers only with their explicit understanding that as we work through our current situation to deliver all outstanding orders, we will be working just as hard to restructure successfully for the long term. The longer term plan, at this time, is just less certain. Up until recently, I believed the improvements we have achieved in both the product and the marketing were enough to keep us going. However, several recent incidents out of our control created a bit of a crisis for our company. These include the market for aircraft insurance and delays in deliveries of some redesigned high value-added components. This caused me to question our ability to sustain the sales volume necessary to support us for the long-term with recent staff size. In addition, we had two customers late in the kit manufacturing process withdraw from their purchase for personal reasons after their kits were almost complete. This put us in the unfortunate position that we had to change our short-term direction immediately to ensure we are able to fulfill all of our commitments to our valued customers whose airframe kits have been fully completed and delivered but whose avionics panels and engine firewall forward packages are still in production. Rather than expend all our resources hoping sales will come in time, we decided the best course of action was to “right-size” our workforce to what is needed to complete the work we already have until I can secure adequate investment to move forward. As you might imagine, I have been and am continuing to work with a number of investors to re-capitalize the business. To that end, any of you that might know someone who is seriously interested in discussing this opportunity with me please let me know. Our management team: I have re-assumed the role of President/CEO, Randy Akacich will remain CFO through this transition, and Tom Pecharich has agreed to take over as General Manager of our retained staff since the work remaining is mostly in our avionics department. Kevin Eldredge has gracefully resigned as President but more importantly has agreed to help where he can to make sure our current customers get what they need to complete their projects and assist me in structuring a successful path forward. Tasks ahead: One of our biggest tasks will be supporting the current fleet with parts and technical support. The good news is that the business has no bank debt and all assets have been secured and are available as needed. However, the short term issue I see is responding timely to the needs of our existing customers currently flying. At this point, there will be no one to accept direct phone calls and any messages left will be logged and sorted to be returned as quickly as possible. I ask that if you all email your questions and needs first to firstname.lastname@example.org with as much description as possible, we will let you know the email was received and do our very best to support you and give you guidance. In sum: I sincerely apologize for the anxiety and inconvenience this may cause but rest assured I am doing all I can to figure out the best plan for the company going forward. The Evolution and the capabilities of the knowledge developed over the past 35 years continue to have great potential in the General Aviation market as well as other applications suitable for the Evolution platform. I will keep all of you regularly updated as we transition through the company’s short-term difficulties and we strive for the ultimate goal of transitioning to a company adequately financed to achieve greater market applications (and profitability) than just general aviation. Thank you for your patience and continuing to believe in the Evolution and our company, Bob Wolstenholme President/CEO email@example.com
Unfortunately many of our well know contacts from the original Lancair days are now without a job.
Great looking pressurised aeroplane.
We have an EVO that should have been on the way to Oz very soon, not sure on progess ATM.
Our Oz Evo flew first flight yesterday. All good so it should be on the way home soon.
In the year 2000 this was a state of the art panel. Whilst it served this owner well it was time for an update.
Wow check this out. Yep the same aeroplane, just 17 years latter, and now state of the art again. All new centre stack including the GTN 750. Dual G3X touch and a G5 as backup. Flew it today and it is absolutely a fabulous and most capable panel.
Complete Avionics on the Goldy have done an exceptional job with a lot of pride taken in doing what they did.
This AD addresses a problem with small-end connecting rod bushings (part number LW-13923) that were shipped by Lycoming to overhaul shops and mechanics between November 2015 and November 2016. It turns out that there was a quality assurance problem with these bushings, and some of them had an outside diameter that did not conform with specifications. These bushings are pressed into the small end of Lycoming connecting rod assemblies using a hydraulic press. If the bushings are too small in diameter, the press-fit isn’t secure and the bushings can migrate out of the connecting rod when in service. That’s exactly what seems to be happening to a relatively small percentage of these non-conforming bushings, and it’s what prompted Lycoming to issue its AD.
Connecting Rod Bearing part number. This AD affects all Lycoming engines if you have recently done engine tear down or overhaul.