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Showing content with the highest reputation on 27/04/19 in all areas

  1. 8 points
    My two cents.... Listen to people who actually own one, not to people who do not own one. I own one 485 hours over 14 years. It's great. For 14 years I've had people bag out Jabiru in front of me. First thing I ask is "So, you own one?" No. "Oh, you fly one?" No. "Oh, you service one?" No. "Oh, you have all the manuals and servicing information on them then? No. "So, you actually have no hands-on experience with them whatsoever do you?" My mate had one, and it was crap! "Yeah, whatever....." Get onto the Jabiru website and download and print all of the service bulletins and manuals for that serial number engine, and them read them, highlighting things as you go, you'll see them. Keep them in separate A4 folders - Engine Manual, Parts Manual, Service Bulletins, etc. Get organised. And keep a regular eye on the website for updates. You are now the aircraft owner/operator, and you are responsible, whether you can do the work yourself or arrange to have it done. You are responsible. You need to know when things are due to be done. Check your logbook against all the service bulletins and whatnot for that serial number engine. You will no doubt probably find no mention in your logbook about several of them. Treat those as not done, and so do them. For example, two year oil hose and fuel hose life. Will your logbook show that this has been done each two years. If not - what else has not been done? Enjoy it.
  2. 4 points
    What a great day flying yesterday, flew back home to YBAF after spending 4 days in Mudgee, staying at the Hangar House. The Hangar House is amazing, great location right on the airport at the RWY 22 so you can see planes landing (if they don’t stuff up too much and land long). Then you get to see them of they use RWY 04 in their climb. The rooms are all aviation themed and I picked the Connie room, it is their largest and has a double person spa in it. The Hangar itself was available so I could park our Arrow II in it. It did feel a little funny as we didn’t see the owners until the 3rd day, we had a call and some txt. It turns out that they have sold the Hangar House, I’m not sure if everyone had seen that it had been on the market for a year or so. Later that day the new owner was had come by and they are also very nice and going to keep it running, so this amazing place will still be available. The flight back was great, as I departed on RWY 22, from downwind (right hand circuit) climbed through to 7500’ to make sure we had nice height to get over the 4000’ great dividing range. My wife was busy taking pics of the range and I was casually adjusting to avoid the puffy whites that had formed along the range. Tracking to Lake Keepit (YKEP) to avoid Tamworth (YSTW) then on to Park Ridge Water Tower (PKR). A few times I had to reduce to some odd heights to stay away from the cloud, between Inverell and Glen Innes, flying near the Wind Farm they are at 4000’ and the cloud had dropped to around 7000’ so some careful separation and a great view. After the wind farm the cloud lifted again and I was back at my filed 7500’ and back on radar, BN CEN was following us again and able to give us some early traffic warnings. As we got closer to Brisbane, it was smooth air, I thought plenty of time to go so why don’t we do a flight plan amendment and stop at Kooralbyn (YKBN) for a coffee and lunch, but no sooner than I thought that, I could see that we were only a few miles away and the radio is now getting busy. So we skipped coffee and I started my descent from 7500’ to 1500’ for the water tower. I already had the second radio setup with the AWIS, took down the details, started to SQUAK 3000, contacted YBAF Tower 118, “ME: Archerfield Tower, Piper Arrow WJO, Park Ridge Water Tower, 1500’ inbound with Golf, 2 POB for full stop at the Fuel”. After crossing the Logan, they advised to join final 28L (damn, now I need to taxi around to get fuel, then back to our parking). As I started to prepare to turn final, the joyful words came cross the air: WJO, change RWY 28R. Awesome, they do an amazing job there in the tower and now I get to save some time on the ground. a few seconds later, the airways were alive again, tower: WJO 28R cleared to land. So now I do my final PUF check, look at the wind socks to make sure everything is still going the way we were expecting. A greased landing, cleaned up and took B3 exit, cleared 04R and contacted ground for taxi clearance. Then it was just a matter of topping back to tabs and to put WJO away. Tied her down, had a quick chat with a few of the other pilots getting ready to enjoy the amazing day. So a big kudos to the Archerfield Tower, always do an amazing job, Brisbane Centre, even when they are busy, they are still cool under pressure. My wife, for the company (she was super happy I paired her A20’s to her phone this time so she had music all the way).
  3. 2 points
    The average busy pilot won't be looking at the airspeed indicator in many situations. Bear in mind the stall occurrence is a wing's angle to the relative airflow thing, NOT it's speed and the elevator control is what will change the wing's AoA. The pilot will bring on the stall and pulling the stick back in an emergency is a natural response same as raising the nose to stretch a glide. A 90 degree balanced turn is impossible as the lift needed is infinite but you can bank to vertical and beyond with everything centred in other maneuvers like barrell rolls and loops.. The stall warning (audible) is a useful tool if you know the margin it's set above the stall speed. It's usually conservative and may be 9 knots but once it's actuated you don't know the margin unless it's going on and off constantly.. The statistics definitely show the lethal nature of flying near the stall boundary. I say again the commonly accepted method of "dealing with " stall training is ineffective and totally inadequate to what a pilot may well have happen to him/her in a real life situation. We can and must do better in this area. Nev
  4. 2 points
    Comparison between an aero situation and a road engine doesn't really cut it. The "Problem " with the aero engine is weight must be the absolute lightest possible and other variations to operating environment and installation that are hard for the designers makers and rule makers to manage. It's a totally different design now being aircooled which is still probably the most reliable and cheapest for the operating environment. IF you put it in a car it would be a joke. (noisy mechanically hard to cool and not a high revver or high HP/Litre. but in a plane it's still the best concept unless you go turbine which is also not good in a car, expensive and thirsty. Every possible bit of metal is pared from it , (or it's too heavy) and it runs in a totally different environment to a car engine which spends most of it's time loafing is invariably liquid cooled and built stronger, is capable of very high revs and managed by microprocessors and often VVT. It's intake air is heated and well filtered. it spends long periods near idle and cruising at low revs and power. An auto engine with faults can continue on for years and drop a lot of power and still go back and forth where the Aero one has to stay completely on song and deliver full power on every takeoff, RELIABLY right up till the time you remove it for overhaul. It starts each day on full power and then nearly full power climbing to cruise at 75% power without let-up till descent. To make it worse the aero engine is never going to be high volume so will have a high labour cost % and should be user friendly as to fault diagnosis in a country as big as this one is, (which is nothing like Europe with its access to servicing. and survive intermittent usage in a realistic way.. Plenty of plane engines get treated as badly/ neglected as lawn mowers at a time when the average person is less mechanically savvy than 80years ago.. Cars are disposed of in a relatively short time frame these days so the innards of the motors hardly ever get disturbed. They are not designed for rebuilding at all, with heads that don't allow for resurfacing as it upsets the engine dimensions and you buy a new one or wreck the vehicle. They are literally throw away and a major engine fault is a vehicle write off same as a significant shunt. Nev
  5. 2 points
    Actually, it is the lease arrangement with the Federal Government. These companies do not "own" the airports. One of the reasons for the maintenance facilities closing down is that the owner/operators are getting well past retirement age. Most of these blokes did their apprenticeships with QANTAS in the 1960's-70's. At that time they learned how to do things from scratch. There are very few young people undertaking apprenticeships in aircraft maintenance. The other reason for these closures is that the companies have included in the leases that should a tenant cease business, the company resumes the building the tenant was occupying, even if the tenant had erected the building years before the company got the lease from the Government. So for many the buildings which represented their retirement fund are worthless, and the tenant's lifetime work is valueless. The next old beggar you see might just be the bloke who kept aviation going for the previous 50 years.
  6. 2 points
    What the hell does all this crap about looking after cows have to do with this accident ? Really some of you guys need to get some fresh air and stay off the computer !
  7. 1 point
    Hi, I'm a new pilot and have acquired an aircraft with a Jab 2200A engine. It has done 316hrs so far and the log books look very thorough. Just after people's thoughts, experiences, and possible things I may need to be aware of with this engine.
  8. 1 point
    Fitted in a fly before the rain arrived. The only bit of sun and clear sky was just to the south west in the Eton area. When I landed the rain soon started and allowed a good clean water wash then polish of the bug splats. Also recently made up some locks for the doors. The starboard side is an internal pin and the Port side is an external method. I had been deciding what to do about this since completing the build. Works well.
  9. 1 point
    So 1½ year since last post, 2018 passsed, with a flighttesting passed and November 2018 i got my flight permit. Also, August 2018 i visited Kyle in Brisbane and got to meet his Girlfriend, thanks for letting me meet her Kyle. Ive been out visiting friends. And a new year has begun. And i have now Lengthened the propflange 3cm and started with making my own cowling. I poured foam over it and it looked like this. And then i sanded it down a bit to get a feeling, and i like it allot more than the old one that was a compromise. The Compromise cowl. Have a great day.
  10. 1 point
    Just to be clear for anyone reading this thread, it is just a generic chart and not Foxbat specific.
  11. 1 point
    Who's to say the Cunnamulla lad didn't clip a tree when he was looking out for steers? There's a number of reports itemising aircraft coming into contact with vegetation when mustering. Bottom line is, most of these style of mustering fatals involve youngsters who just don't have the experience to know when it's no longer safe to watch the steers, and when it's time to concentrate on flying. The problem often lies in diverting ones attention for an extended period, to ground-based objects that present a different angle on movement, as compared to flying through a mass of air that is quite often in itself, also moving, but in a different direction.
  12. 1 point
    These extracts are from the book “The Killing Zone” by Paul A. Craig Figure 4.3 is a general Load Factor Chart which complements Downunder's Foxbat Chart post #33 Note Paul Craig's disclaimer about turns other than level turns, which is complemented by BlurE's reference post $34 Once you include climbing and descending and steep, often compounding turns (i.e. turns which become sharper after entry) to follow a beast which had done a 90 degree turn, or doubled back you are well up into the top end of cropduster skills. Low Altitude Applications Bird spotting, powerline patrol, pollution monitoring, wildlife census…..have one thing in common: A pilot is on the job and that job requires attention to be paid to something on the ground. ……………They must be able to safely split their attention between flying the aircraft and doing the job……….that pilot must do two jobs at once very well. ……The pilots that do these jobs are usually not beginners. Low-Altitude – Personal Flying This category of accidents is the largest of the three maneuver accident groups. In fact 68.3% of fatal maneuvering accidents took place on what was classified as a personal flight. I would like to think that in its purest sense an “accident” is something that just happens and it is mostly beyond any person’s power to prevent. Based on that definition, the “accidents” in this category are really not accidents at all. They are deliberate acts that defy safety rules, aircraft limitations, and good old common sense. I will continue to use the word accident throughout this section but you know how I feel about them. Figure 4.1 illustrates all the maneuvering accidents that took place from 1983 through 2000. The accidents are plotted against the flight hours of experience the pilot had when the accident took place. These are all the accidents together, so fatal – as well as those with serious injury, and even a few with no injury – are mixed in. You can see the pattern that has been present in past evaluations of flight experience data. There is a zone where most accidents occur. The span of experience from 50 to 150 hours is “off the chart”. Avoiding low-altitude steep turns and low aerobatics all together is the safest course of action. But what is it about these maneuvers that become deadly at low altitude? Why does the airplane seem to fall out from under a pilot when in these maneuvers? The airplane’s wings must provide life to counteract all “down” forces. Weight or gravity is the “down” force that we easily understand, but while flying other forces come into play. These additional forces can team up with gravity and reduce the effectiveness of lift. Figure 4.2 illustrates two airplanes in flight. The airplane on the left is flying straight and level. The lift exactly opposes weight. These lift and weight vectors are fairly simple, but things get complicated when the airplane turns. The airplane on the right is in a medium bank turn. The first problem is that the lift vector is now leaned over, in the turn. Between the two airplane diagrams is a comparison of the “effective” lift. You can see that when the lift vector is leaned over, we lose effective lift because the lift vector no longer opposed weight. So in a turn we lose lift. Meanwhile, the turn will produce centrifugal force, This is the swaying force you feel in your car when you take a fast turn. Centrifugal forces join forces with gravity to form a residual load. This is more commonly called the G force. The actual force of the earth’s gravity does not get stronger when you turn, but when you add gravity and centrifugal force together it places an extra load on the wings. From the wing’s point of view it is being asked to carry a greater load. The wing is being asked to carry a greater load at the exact moment when lift is reduced and the wing is less able to carry a greater load. Something has to give. The accelerated stall takes place. Ordinarily the stall speeds are painted on the airspeed indicator. The slow end of the white arc is the stall speed with flaps down and the slow end of the green arc is the stall speed with the flaps up. But in a turn the colors of the airspeed indicator can no longer be trusted. The airplane can and will stall even though the airspeed is well within the green arc. It stalls faster than the indicator says it should and that’s why it’s called an accelerated stall. Figure 4.3 is a chart of the load factors. You can see that at shallow banks, the G force is not much above 1G. But when a pilot makes a 60 degree level turn, the G force jumps to 2Gs. That means a 2000 pound airplane now effectively weights 4000 pounds in the turn. More importantly the wings must support 4000 pounds. That is a great deal to ask – to get 4000 pounds of lift from the wings of a 2000 pound airplane. The wings probably will not be able to do it and lift is lost, the airplane stalls.
  13. 1 point
    These days, one could use AoA audible alarms. The Dynon Skyview pitot tube system does a fine job alerting me in my headset, whilst my eyes are scanning outside the cockpit. No need for graphs, flight envelope calculations... you don’t even need to see your ASI!
  14. 1 point
    Yeah , out here we send them (the cattle) a written notice 28 days in advance to comply all the govt directives and present for slaughter on the proper date. Hasn't been as effective as we might like, but we'll have to wait until they've responded to the "Final Notice", before we can send them "notice of Enforcement".
  15. 1 point
    "By now there should not be a sheep, goat, or cow which is non-compliant." There's a growing band of "Huntsmen" who are making a living (subsistence), out west, off the grow number of "Farrel" cattle, the aren't economically viable, ( possibly because of the Bureaucacy). As well as the Pigs,Goats, & Roo's. They (ferrels) are destroying the meager grazing land, just like the camels did or do out back, and horses on the alpine slopes. spacesailor
  16. 1 point
    I have had a number if times where I have heard lots of activity in the circuit etc prior to my arrival. Ive elected to stay right out of everybodies way and orbit somewhere distant and let them land and/or depart and only come in when it’s clear again. Being patient if able takes a lot of the stress out.
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