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Jaba-who last won the day on October 8

Jaba-who had the most liked content!

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About Jaba-who

  • Rank
    Well-known member

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  • Aircraft
    Jabiru 430
  • Location
    Cairns, Atherton
  • Country

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  1. Don’t know when your GA days were but nowadays if you fly anywhere ( since about 2000 - prior to that it was paid for by that previously mentioned fuel excise) where you have to have a radio conversation with an “Area Centre” or an airport approach, tower or ground you get a bill about 6 weeks later. I got one not long back for my travel past Townsville and back to Cairns. I agree that I’ve never heard of anyone being billed for causing a jet to be diverted etc but they sure as hell got hauled over the coals by CASA etc. got letters and please explain and come into to the office with all your logbooks and your maintenance logs and the latest signing off of your AD Rad 43/47 to show your transponder and altimeters were all calibrated recently. Probably would have been more pleasant to just get a fine in the mail.
  2. You are completely correct. CTA entry doesn’t just mean landing and taking off at a major airport. It may be applicable - if the airport has entry lanes not over built up areas etc. but in some places there will be no approaches that don’t take you over built up areas - and there are a whole bunch of other rules relating to who/what can do that. But there are a number of places where entry into CTA just as an alternative route while transiting near the airport is dramatically safer than flying around and avoiding the CTA. Eg Townsville is all CTA except for a thin arc to the west right up against the ranges. Trouble us that’s where the clouds and rain often bank up and wind gets pretty turbulent in there. Tracking north or south can be pretty dangerous while trying to stay out of CTA but cutting through closer to the city is often much smoother and safer. There is plenty of room to track there and still be a long way from the airport. Similar situation applies to Cairns (though the CTA goes right into the mountains and despite a safe clear VFR corridor on the western edge of town non-CTA traffic have to go way west of the ranges. )
  3. Not really sure that diverting a jet would cause that to happen. It’s already happened with GA private pilots and they never got a bill. But there are airways costs. But there is now a scheme to remove billing in certain circumstances - if you have less than $500 worth of costs in a calendar year you can have the costs for the following year removed. ( but as I learned - if you don’t have any entries in the year, and then you go into CTA you get billed for the new year of the newer entries and only then, having established ( and paid for) that you generate less than $500 worth of fees do you get another chance to have no fees. As long as you keep generating entries and the value ( even though you don’t actually get billed) is less then $500 per year you can keep getting zero actual charges. of course if there is a requirement for increased medical you’ll add the cost of that and also for an AD Rad 43/47 on the altimeter and transponder every two years. Plus whatever else they throw in for maintenance requirements.
  4. Not exactly. The GA pilots is THE reason CASA even initially entered into the argument. The GA pilots already have their licences and there is no requirement to drop down to an RPL if you already have a PPL or CPL it’s just the medical that is the issue for them. RPL still requires as a minimum a basic Class 2 medical and even that is way above the medical level of a self certification private drivers licence. The general drift of pretty much most GA pilots with medical issues is to go to a basic class 2 if they can and then pretty soon they progress out of that range and still end up looking at RAAus. They might gain a year or so but the inexorable path is to failed class 2 of whatever type. Often it’s not just the inability but the cost involved that causes the move to RAAus. The highly valid argument was that GA pilots with a “near-but-not-quite” weighted aircraft currently have to transition to another aircraft if they move to RAAus due to medical issues. Over the last few years CASA have had a number of high profile pushes involving travelling seminars and tens of thousands of $ in costs relating to transition training and the risks of transitioning especially in GA / private flying. On the back of this they got pushed into the corner of publicly accepting that forcing a transition to new aircraft by older / less medically fit pilots was actually worse for safety then allowing them to keep their old Cessna or piper. It was on this basis that the requests from RAAus were given any attention. The push from RAAus would probably have had no effect without it. Not sure which 4 seat aircraft you’ve got in mind. But given our very small part in the world markets I don’t really think we carry much potential for making profits for them. so if they are watching I don’t think it will be with much interest. Particularly since most of the new European aircraft are way expensive.
  5. Would this mean having the outflow going up through the top cowl or turning over and going downward again after the engine? just wondering what evil effect, if any, would hot air etc have in blowing across the windscreen.
  6. Never seen an ignition lead melt. But that could be because I have mine zip tied together and they stay in place and away from the metalwork.
  7. I’m not so sure the leads being in the ram air ducts is as big a negative deal as you might initially think. there’s two potential issues - effect on the leads and effect on engine cooling. Obviously there’s less heat to the leads during flight compared to on the ground due to airflow cooling them but I guess they heat up after shutdown for a while. But the practical experience is that by the time you descend and land and taxi at low power the engine temps are pretty low unless you are stuck on the ground for long periods I guess. As for engine cooling effects. If you look at the positioning of the leads inside the ram air ducts they are to the sides well out of the way of the actual (preferred) air path. the preferred air path is through the fins from top to bottom ( well inside the path of the leads). if anything you actually don’t want the air to travel down the sides where the leads are but to be forced to track inside and down through the fins. I’d guess they might serve a positive purpose being in there as evidenced by Coinz experience.
  8. It’s my understanding ( could be wrong as I have never flown in the conditions below) that though there is an oil cooler made for every model of the cont-lyc range there is not a requirement that they are fitted. If being flown in cold locations they don’t need them and they don’t need to actually be on the engine.
  9. I’d probably be more concerned about the first two ( Quality and support) and not be as driven by the last two because they are not product specific. Libraries store their designs as common format files. The xyz library as well as about a dozen other libraries that are available are open to everyone. You can have a totally different printer but still download the files for printing. Same with the cad software. There are a bunch of CAD programs available and they work independently of the printer type. Many are free and are often cutdown versions of the major industry ones. The slicer program - which converts the file made in the CAD program to one specific for that printer is the product specific one but seems to be fairly basic compared to the CAD program. Some printers will print files sliced on a range of slicer programs while some require their specific program. Roxy, I actually first looked at getting an xyz because of the scanning capability. The plan being if I hd something that broke I could scan it and reprint a new one without having to learn to use a CAD program. But in the end I went with a straight printer. I then got an app for my iPhone to scan stuff. But in the end I have never needed to scan anything so never actually done a print like that. Everything I’ve made I have CADed up myself because they inevitably end up being new designs.
  10. Like everything it depends on your budget. There literally is a printer for every budget from about $250 up to tens of $1000s with the general principle of “ you get what you pay for” applying. It’s an incredibly finicky pastime and the cheaper you go the more work you have to do to get successful prints and the more failures you get. The band of about $1000 to $1500 being the broadly “best bang for buck” for the home user. There are a gazzillion reviews on the internet both written and videos. When I bought mine I spent a bit of time researching and when asking the web for the list of the best printers you get a heap of “ my-top-ten” type reviews. In that price band mentioned the one brand that consistently was top of the heap was the Prusa. I haven’t had any experience of Enders but the reviews seem to consistently put it after Prusa. But they are in two different price bands so that is what you’d expect. Prusa seem to have have gained solid reputation for support. The big issue is that 3D printing is still in the realm of the tinkerer. There are no home level “ works out of the box every time forever with every type of filament”. No plug and play without learning the ropes type. And they are a bit like home built aircraft - always something loosening up, wearing out or failing and support is a big requirement.
  11. I think it’s “horses for courses!” There are some things that can be plastic and would be of the strength required. Especially if you are designing them yourself they can be redone over and over again till you get them just right. Cheap, easy and don’t need the well appointed workshop. Some of the output of a 3D printer can be made really schmicko with post- production vapour smoothing. Of course there’s some things that need to be metal and structurally sound but honestly once they get to that level I’ll buy aviation grade ones from Aircraft Spruce.
  12. I’ve got a Prusa Mark 3S that I got as a kit and have become a bit of a Maker-Nerd I guess. I’ve used it for some Jabiru based stuff but nothing structural or requiring absolute strength. Some are pretty basic due to my just learning. I just use TinkerCAD to design things and the Slicer program that comes with the printer to make the guide files that the printer itself needs. I have tried Fusion 360 CAD program but Fusion 360 is pretty intensive learning and requires a lot of getting used to. so I tend to just stay with TinkerCAD which is a simple free online CAD designed for school kids. It’s About my level! 🤣 So my list of bits: Dash bits - Instrument hole blanking plug Small plate to hold USB extension plug from the sky view. Clips to hold sun visor up when not in use. Headphone cradle for the control/battery box on my Light speed Zulus Camera mount for my 360 Fly “ball” camera on the vertical stabiliser. There’s not a lot of things I’ve made for the Jabiru specifically compared to other stuff in the workshop or round the house because I’ve been worried about structural strength. Some have to be heat resistant if they are going to be permanent in the cabin. ABS plastic has the highest melting temps of the simple, easy to use plastics and is used for some motor vehicle parts but I’ve seen some examples where even they have melted so I’ve been a bit careful. I’d be keen to see what other makers/jab owners/pilots have done and extend my experience.
  13. Yep. Usually they employ consultancy firms who have no skin in the game and who direct their findings toward the answer they know will be best accepted by government and this usually involves the answer that will cost the least in the beginning. In the end it’s often the most expensive because the cheapest one fails then there’s the cost of extracting the disaster then the cost of implementing the proper program that should have been done in the first place.
  14. Mmm. Far too complex for simple answers. In the 1980s (when I was a medical student) they didn’t really cut numbers. What they didn’t do was increase them in line with the rapid increase in population. At the same time they accepted dodgy advice that hospitals would be less needed as people got healthier in the new age of technology and they cut hospital bed numbers and dropped the number of positions for doctors in the hospitals. Then Too late, they realised they had to actually increase bed numbers but by then there was a shortage of doctors at all levels - but especially junior doctors because large numbers of junior doctors could not get jobs here and had left Australia and had gone overseas. ( particularly to Britain and Ireland because there was still the perception that to be seen as a serious contender for specialist training here you had to have been working in Britain for at least some time. The decisions about hospital bed and patient numbers and thus doctors numbers to treat them was due to a complex interaction with state governments Health departments ( who pay for hospitals and also who limit the numbers of jobs for doctors in those hospitals), Doctors Groups( the AMA and others (eg Doctors Reform Society in those days) specialist and GP colleges and consumer groups who all had varying inputs into attempting to predict future needs. ( I know there’s often theory that the AMA is in control of this but it’s just conspiracy theorists. The AMA is just a union and has less that 1/3 of doctors as members. I’ve never been a member and in my 20 person practice only 3 are members. They carry no power or capacity to enforce things against the people with the purse strings -(ie: the state government) . Their entire clout comes from presentation of statistically justifiable and rational opinion. If they talked rot the governments would pay them no heed as they have no say over more than 2/3 of doctors) and definitely not over hospital employed doctors who have to sign contracts dictating what they can and can’t say and do. It was the attempts to predict the future hospital and medical manpower needs that was a dismal failure. That’s also a couple books worth in its own right. Essentially the then lack of Australian junior doctors resulted in a huge influx of overseas trained doctors ( paradoxically mostly from Britain where the NHS was in disarray and where heaps of Australians were doing there what the poms were doing here!) Now it’s a free for all with just about every university has a medical school and there are as good as no limits on student numbers. Universities get their funding by having students on the roll call so they go to great lengths to make more places and keep them there till they get out the far end of the sausage machine. so now there’s a glut. A medical student having completed the uni training can’t just go into practice. They have to get a job in a hospital as an intern to be supervised through another minimum of a year before they can be registered. So if you can’t get an intern job. You are unemployed. Now there are no guarantees that a student will get a job when they graduate and the university gets their funding by getting these students through despite no job for them. In fact it’s now almost a guarantee that some intern doctors will miss out on a job when they graduate. Nearly a million $ of community money wasted on getting them through to go on the dole at the end. Its been like many human endeavours - a pendulum that swings first one end toward disaster then back to the middle and looking good to overshoot the other way to equal disaster. Hopefully the usual pattern will be followed and eventually it will settle somewhere in the middle. I just hope it’s soon because I’m getting to the age where I’m gonna need a better functioning health system and at present it’s pretty scary.
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