Keenaviator

I started out with hang gliders, then onto trikes, then rag and tube 3 axis (GT 400 Quicksilver), then GA then back to RAA (Corby Starlet) and have continued the theme with my now Jabbie. I have recently flown a mate's trike and even though it is enjoyable, have no interest in going back there for my powered flying. I also fly rag (no tube) and love it (paragliding). I got out of GA because of the ongoing cost of running and maintaining (glad I did now with SIDS). If I was financially better off I'd love to have an RV7 or RV4 as my primary powered flying machine. At my current financial status I'm very content with what I have. Laurie

Bummer, you'll just have to leave the spare hair dryers and hair straighteners home

First flight of RV12?

How do stunt people normally land when jumping off buildings etc onto a pad?

Latrobe Valley Aeroclub members went to Orbost (Marlo) this arvo for a jaunt. 2 x RV 6's, 1 x C 172 and 3 x Jabbies. The group photo from left to right: Tom (RV 6), me (Jab UL 450), Keith and Richard (RV 7, Richard has a RV 3), Maurice (Jab 120), Jamie and mate (club C 172) and Tony (Jab SP).

Wishful thing I suppose.

Plenty of C150 nose wheels have been taken out. Their attachment to the engine mount is pretty sturdy also, transferring loads into the firewall which isn't and tends to buckle with a heavy landing. I think the Jab's nose wheel assembly is designed to depart rather than taking out the fire wall.

When you descend your altitude decreases and the air density increases. If you 'wind it up a bit' you are increasing your IAS. If you monitor your IAS and keep it within the designer's limitations all will be good.

I flew with it yesterday. The traffic notification seems like a good idea although I don't really like the red shading that appears on your map around your location. There must be a way of reducing its intensity.

Indicated VNE stays the same with altitude for the same reason of decreased density.

[ I'm sure the greater proportion of Jabiru engine problems are from people fiddling and tinkering. I wish it were that simple.

There is a way to trick the carby into 'thinking' it's at a higher altitude. Check this out. http://www.greenskyadventures.com/bing/HACmanFAQ.htm Basically you apply some lower than ambient pressure to the balance tube. The net result is lower fuel flow and leaner mixture.

Contempt can get you there pretty quick.

At least in a high wing aircraft it is an option.

Thanks Phil, great information. Laurie

Your 2200 must be a similar vintage to mine Bruce. I too have tweaked the cooling, both air and oil. So far CHT has not exceeded 140c nor the oil 95c. Last Wednesday I did about 650 km in a day and it too purred like a kitten.

Done Mike re the cool air directed to coils. So far so good. Laurie

I'm doing a trip soon where I'll have to use avgas for an extended period. Does anyone have any knowledge about iridium plugs an avgas?

I'm running iridiums in an old very low hour 2200a. I fitted the cold start kit mainly because my engine has an early smaller starter motor and they struggled especially in cool weather. The cold start kits works very well with the iridiums. As someone said above, don't adjust the plug gap of iridiums - they come at .028". Initially I closed mine to Jab spec and it wasn't successful. All good now.

I reckon that's a pretty generous offer Storchy. Agreed the best place for this would be a museum.

I had a MGL combination instrument in my Starlet and can't recall any issues with polarized sunnies. An iPad though is affected - I'm using an iPad in 'portrait' mode in my Jabby and while out flying last Wednesday put my sunnies on. The iPad was blacked out; at first I thought it had turned off.

oK

I wonder how many C150's were fitted with bladder tanks. Mine wasn't.

It was described as a 'prop strike'. I wonder what went through the prop - camera, gloves? A few years ago I sold a Pegasus Quantum to a bloke who decided he didn't like to wear the shoulder harness on his first flight so he let it dangle. After a while it melted on the exhaust and the buckle went through the prop taking out a blade. The buckle was catapulted through the wing. The only thing he got right was the forced landing fortunately.

That's right Frank, OCTA, that's why I said 'heading for the Townsville area'. I have flown into YBTL a few years ago in a Jab on a round Australia flight but would prefer this time to go lower key. Plus the Jab restrictions would preclude me from flying into YBTL I reckon. It would be a bonus to catch up with some recreational flying folks too.