Whack777

G'Day Mike and Welcome to the forum. Regards

BigPete, I think these might be helpful: http://www.casa.gov.au/aerodromes/rpa/Chap08.pdf http://casa.gov.au/download/CAAPs/ops/92_1.pdf Not sure about local councils. Regards

There should be no mucking around on this thread about can you fly in imc??? ... I think if you're not in an aircraft that is ifr equipped and you are not instrument rated then just don't do it... you are really playing with fire. On the other hand if you find yourself in imc and you're not rated then don't think all is lost, forget what your body tells you and fly your instruments.... you will probably survive. I have a Garmin 296 and have tried flying using it without referance to anything else and been able to do it... having said that I haven't tried it in bad turbulence, so can't comment on that. It would certainly be better than nothing .... but I wouldn't use it intentionally. Regards

Great report and photos Matt & Kaz and terrific video. Your Niece will love to have that in years to come I bet. Great adventure... looking forward to your next one.

Have had both issues with static and pitot blockages in the past. For future ref for others: Low airspeed indication (stopped or erratic) indicated pitot system. Cleared some muck out of the static line and everything was normal again. If trying to clear a suspected blockage, NEVER blow into the pitot tube with the ASI connected (Chances are you will ruin your ASI)... a very gentle huff in the vicinity of the pitot will show ASI movement if it is working. In my case, a STATIC blockage caused erratic behaviour of ASI and VSI (jumping erratically together as J430 described) also, ASI indicated higher airspeed than actual, red lining at cruise setting in the circuit (I don't think so) ....good time to forget the ASI and fly by feel (Subsequently noted IAS of 80kts as stall warning sounded on touchdown). Cleared the static line and all worked perfectly again.

Cold pull through for me on LSA 2.2 is irregular... as long as I feel some compression and don't hear any hissing at all, I am happy.

I'm assuming I'm flying a Jab. My first instict would be to avoid the fence at all cost and ground loop the aircraft. I'd put my left arm over my head to try and cushion side impact. Reason: I'd be worried about any wires slicing through the cabin so choose to ground loop prior to the fence. In a ground loop I assume there would be a tendancy for your head to want to keep going in it's original direction and therefore possibly impact on the side of the cabin (for you or your passenger depending on the direction of your ground loop).... Looking forward to others thoughts/comments. Good question Ian Regards Wayne

Interesting thread. Mazda ... there used to be part of CASA called Flight Service who provided just what you are talking about. I'm not sure what vintage you are but I know all the older pilots will remember the service well. A couple of weeks ago I was on my way down from Sydney to Melbourne in the trusty Jab and had to land at Wagga for fuel. Inbound, my track basically put me on the cetreline for Rwy 22, I was 5 min out at 4500 feet and about to descend when up came the Qantas Dash 8 on the CTAF frequency on descent for a straight in on RWY 22 and passing 9000'. They were going to beat me to the airport by about a minute... so we had a chat and after checking that I didn't have a transponder (I guess so they would look for a TCAS indication) I advised I would track well to the left of the 22 centreline while maintaing 4500' until they were below me... and asked them to keep a very good look out to which they assured me they would.... so we sorted ourselves out. It was just the way it was meant to work. No problem... I watched them land as I arrived over the airport and overflew to join the circuit. Other traffic on the trip was a glider near Echuca (which I never spoke to) but it was at my level. Likewise on the way back home to Sydney I had a couple of aircraft pass almost head on... one was an ultralight that I never spoke to and the other Cessna on the Goulburn CTAF and we talked to each other. It's not perfecty safe... but if you keep your eyes open and out of the cockpit we shouldn't hit anything... I only hope other pilots, especially the faster planes chasing my tail (which is just about everything) are doing the same thing and not staring too long at their GPS's and instruments. ... and on looking out I always find it sobering to know that the plane you're going to hit is the dot that doesn't change position relative to your winscreen. ... great thread guys!!! Regards Wayne

Magnificent looking aeroplane Rosss. You must be very proud and extremely excited. Regards Wayne

Thanks Guys, Will look into it a little more.... test the senders with boiling water and then get some more data. Rgds Wayne

Hi Nev, I have mislaid my notes and so can't be too specific. I know that in cruise 1 cylinder reads between 100 - 110 deg another is in the 120's another in 130's and the hottest around 155 deg. In a long extended climb (6000ft) the hottest cylinder (No 2) stabilised around 181 deg (Normal climb usually in the 170's) Bruce, Thanks for that... only 5deg variation in your temps... Wondering if I might have a monitoring issue??? Regards Wayne

Correction Correction to the above. It is actually the No 2 Cylinder which is the warmest. (ie Front right hand side when facing the plane).

Just started a thread in Engines section but I think it is of most interest to Jab owners. http://www.recreationalflying.com/forum/showthread.php?p=28779#post28779

I'm running a Jabiru 2.2 and getting some variation in CHT's between cylinders. Just wondering if there are many of you monitoring all 4 cylinders at once and if so, what sort of variations you are getting. Cylinder No 4 is consistantly warmer than the other 3 (but there are varieations between them as well). It would be interesting to know what others are finding. If I had a single monitor and had chosen to connect it to cylinder #1, I would be thinking the motor is running as cool as a cucumber. If I just were monitoring Cylinder #4 I'd be thinking it was running on the warm side. .... anyway look forward to some of your findings. Regards Wayne

Here's a record of my daughters first flight with her dad on the 5th October, 2007. From The Oaks down to Kiama and back (and I was back in Sydney at 00am to start work). What a special way to start the day!

Katoomba Airfield, You can't miss it... X marks the spot!

So what we are left with so far is: 1. In a Jabiru with 2.2 engine, you can't necessarily confirm your carby heat is working or not by applying it at runup. (Because you don't necessarily get a variation in rpm) This is interesting because I always looked for an rpm drop at runup in GA aircraft - What Ralph said above might explain the reason. Talking to our local cfi, he suggested that if you apply carby heat in flight at a higher power setting you will probably notice a drop in rpm then. (and then I guess you then know that your carby heat is working) 2. When using carby heat it's all or nothing which I think is commonly taught The exception might be if you have a Carby temperature guage. 3. Icing probability can occur at any Outside Air Temperature (in degrees C) up to about +38. - Serious icing at any power most likely between -3 and +17 - Serious icing with descent power likely from -5 to +27 from the graph in the article in Flight Safety Australia Nov Dec 2004; http://www.casa.gov.au/fsa/2004/dec/32-33.pdf Thanks for your input everyone. Been a good learning exercise and refresher for me. Regards Wayne

Thanks Guys... Interesting. So if there is no variation during the run up, there is really no way of knowing if it's even working or not at that point.

I'm flying a 2.2 Jab and am just wondering how much variation in rpm others are getting when applying carby heat during the runup. I'm not sure I'm getting any variation at all.... is this normal? Regards Wayne

G'Day, I think the best way to cross Bass Straight would be via Flinders Island, Deal Island and Hogan Islands. Too much water via King. I did the trip in Feb. Here's the link to the Trip Report: http://www.recreationalflying.com/forum/showthread.php?t=10159 Regards Wayne

I'm going to try and get out there Sunday Regards Wayne

The strobe on my Jab was not working (having just picked it up). On investigation I found an inline fuse tucked inconspiculously under the instrument panel. It was the fuse... Maybe I am stating the very obvious..... but for what it's worth. Regards Wayne

Hi Thomas, I would think about tracking Goulburn Yass Jugiong Holbrook etc. It's a lot flatter country on that route. I agree with the others that Kilmore Gap is always critical and if the weather is marginal there it can be worse once you get through... so always keep Mangalore up your sleeve. I would consider refuelling at Goulburn and Wangaratta. Regards Wayne

There must be a problem... I haven't received mine either!

Hi Sunny, Well done... keep missing you out at the oaks, but looking forward to seeing you with your new wings soon. Regards Wayne