RFguy

I guess on a long trip, or when fuel is going to matter, you need to regularly re evaluate your status.

The original one, called an LSA has the throttle in a strange place. Not sure it would fit you. . The Brumby is good for now. it's a real plane. Have you checked it's basic Wt? Nev

I have not weighed it. Book says 370kg .

The Rotax oil temp. That was 70 kts climb from memory , quite a few bugs in the coolers I have cleaned out since then (since I wash and pre-flight and fuel the airplane every day I fly it)

Important to wash the airplane I think - you get to see any damage and look over the aircraft with keen eyes.

Back to airplanes. I'm going to hire the Cowra club's Brumby for some time, and also as recommended by everybody, fly different aircraft, so there is no rush.

First plane still to be a small Jab. My business instinct tells me to ease into the sport, regardless of the costs of selling then buying again (or keeping) .

Hi Nev. yeah OK. The solid lifter engines are certainly cherished by their owners compared to the hydraulic lifter versions.

And yes the CASA conclusions applied were from a not statistically significant sized dataset.

The Jab maintenance manual (currently) seems to cover "things to watch" pretty well.

Glen

FWIW at OAT ground 12 C, during a long climb up to the stratosphere (for stalls) in the Brumby (912ULS) I managed to push the oil temp to the very top end of green (111deg C). (sustained climb, 5100 RPM)

Although, it does seem to matter what aircraft it is in : see the numbers below for CRUISE FUEL CONSUMPTION for J120, J170, v - book , and that they vary from the above numbers, is this the effect of different props and different airspeeds at the high end ?

Roscoe, how many of the problems do you believe with that Gen engine were due to (simply) inadvertent overheating of engines (during climbs, ground running etc) , even momentarily ?

Bruce thanks for a very relevant report.

Just a minor point: for the couple of minutes of TO and climb, my J2.2 guzzles at least 24l/hr.

From the Gen 4 manual, FWIW ....

I didn't make any statements .. except that I would replace the Gen3 with a Gen4. But now I will make some statements.... There were sufficient problems at one point for a CASA directive.....that is serious on its own, regardless of merit of the CASA directives which we can all argue about . Described problems - seems to me that the engine having some fundamental design issues in my opinion (no facts provided)

The Gen4 is quite a different top end. ..... anyway, that's for another forum, and that topic is well worn.

mmm alright. there are "a broad range of views" on this... that's the best way to describe it.

Foxbats yes. Lots of good stuff is written about them. A Foxbat is one of the planes on my short list. I can get a reasonably priced used A22 these days, also. A used J170D would be a reasonable option but my opinion is people want too much for them used with Gen3 engines (which I would remove and fit a Gen4) . I can always make offers I guess.

that was the one covering the city to surf from memory ?

Well I might have an IGBT switch/CB. Since I am used to switching 6000 amps for brain stimulators...

alright gents..... back to your corners

Any nose wheel aerodynamic effect would be very minimal. Propeller P factor is a thing, rotating slipstream on the tail, down going blade producing more thrust at higher angle of attack. More of a problem for tail draggers?

Hi Stuart. thanks. OK.

and that yaw under full power after TO(due to prop wash) is something I have to fix (fix more consistently) also, so I don't head off on 322 deg after TO..... easy to fix. just add it to my list.

-glen

ot built like any brick outhouse. unless it's weighing over 330 empty or built of Carbon fibre. Check the basic Wt of the plane you are flying currently. I think you'll find it's up a bit. It's built like a small GA plane.ok at a Citabria or Decathlon and do recovery from unusual attitudes.

Yeah the Brumby is not a lightweight. I had a bit of a look inside the guts of one at the factory. It does look like the inside of a GA plane. There is plenty of hard metal in the linkages. There is no feeling on slop or stretch on any control.

A question , In flight , with the coupled nosewheel/pedal/rudder setup, can rotating propeller airflow over the (unspated) front wheel produce an additional force on those coupled controls ? Or is the front wheel (unspated) a sufficiently poor aerodynamic object that is only produces a bulk , uncoordinated drag ?

Which brings me to a question

there are many high hour 2000+ hours ex flying school airplanes for sale. They're probably had a beating, but depending on their construction, that might now matter. ? IE aluminium versus fibreglass composite, landing struts and legs construction and ability to take up the punishment (and bounce) etc etc

comments ?

OK yeah. last landing of the day yesterday- just before touchdown I got distracted by a slight yaw, and stopped arresting the descent sufficiently. clunk ...apparently I have not had anything classed as a hardish landing so far though.

its very much a simultaneous multi axis reaction/control thing that has to be mastered. I can always get the thing on the runway though even after a few circuit geometry screwups, too low too high, left right whatever...I can sort out all those no problem. My FI actually asked me (on an excessive length downwind leg) if I had a map of Victoria with me ? funny.

need to also concentrate on keeping the wings level /slight down one side in those last moments.

glen

Hi

Yeah I am 186cm. but I have LONG legs. I am all legs. I am at about the limit in the 610 brumby the way it is. I talked to the Brumby guys and they say yeah, they move the pedals back for long leggers like me. But on head height, I have about 10 to 20cm I reckon easy. that cockpit is luxurious. I've got to go and sit in a Jab120 sometime to see how if I would fit in one of those.

another 2.4h today . two flights in the Brumby 610. steady improvement....

The Rotax is great in that thing. (912ULS).

Almost feel like I wont need a first small plane as a stepping stone, can hire the club's plane instead. and also hire others to get the feel for different aircraft.... $125/hour for a member...

Seems like a J230 airframe with a 914 rotax is a good combo. Which is of course what Ray Allen did....

.

great writeup Poteroo....

With the great weather, went back to Cowra today (should have been working) (I did work Monday).

another 2.4h today (1.3+1.1). 1pm, 3pm flight. wind disappeared almost altogether in late afternoon.

improving my landings (bouncing a bit- no balloons today). yield is only about 30% (IE where I don't go crunch).

need to put more duration and progressiveness into the flare. etc etc .

refining different phases bit by bit

flapless landings are easier at the moment- the rate of change of everything is slower without that high drag, high lift configuration.... (it seems).

did a go-around on my own decision today with someone sitting having a cup of tea in the middle of runway. FFS.

No flying for a few days now.

cool air is noticeable !

"trust only what you must" is a good one.

Well I have read a few POHs now and are small errors and also many not fully qualified numbers that should not be blindly accepted.

So I am impressed with the Rotax. That Brumby goes off like a scalded cat on takeoff (compared to the Cirrus) .

I read through the Rotax English Operational manual this morning, there are a few little but important things missing from the Brumby manual, or that could be better.

I have not verified that aircraft (I am training in ) CoG and overall weight. Tough little aircraft though....

Hi Turbs

the exciting day. I have no idea when that will be . I can problably not break the plane in smooth angel air. I learned what a baloon was yesterday when it got a bit gusty.

It is interesting how confidence with particular manouvers ebs and flows . I thought my finals were getting pretty good yesterday until the wind came up.

One of thing things I realised. if a cascade of things are wrong, rather than geting over focussed, stop and reset, look around, reassess your current flying parameters.

An over-focus on one thing will get you ignoring something else to your hazard

well I am a big fan of UNC in aluminium. coarse thread.. compared with say.. M3. gimme a 4-40 instead of a M3 or M3.5 anyday.

just thought it might be useful. considering what I use it for... lub for padlocks. bicycle parts, robot joints, and I add it to polymer resin for 3d printing.