bilby54

I think that this is getting a little off topic but the modern analogue gauge has colour coded sections for quick indications. In most cases, it really is not relevant know exactly what the oil pressure or cylinder head temp is because if it is in the green then it is fine. An older method of mounting gauges without colour coding was to fit the instrument so that the pointers were all facing vertically when the engine/aircraft was operating correctly. That way, if one parameter was off spec, then your eye would imediately go to the offending gauge and sort it out from there. Fatigue management was reduced significantly. The only problem with this method was how the instruments looked when the thing was shutdown.:confused: This was a common practice in heavy trucks and buses where keeping your eyes on the road is just as important also.:ah_oh:

Love the Christmas banner Ian and hope that you have a good one to. Cheers

It seems to me that Bigglesworth has done some study to know that he needed an ELB in remote areas and has gone and bought one. I think that you would get a better response by suggesting what you would have for remote area operations as maybe a lot of pilots have not considered it. My main concern is the reliance on electronic devices to get rescued but accident survivors forget about how to survive before the cavalry arrive and that could be many hours. i_dunno Actually, BW writes some interesting stuff that may not be the safest escapades on the planet but they make for entertaining reading.:clown:

If you hang around flying discussions for long enough then you will hear some stalwart letting this little cherub out of the cradle! I am sure that it is done by magazine editors to increase circulation... ;) I must appologise as this is a lengthy post but is trying to present the argument in a bit cleare fashion. My alter ego earns his living by measuring and controlling gas flows in heavy industry so I try to give visual pictures to those learning from me. To make it clear, Bernouli's theorum generally states that the sum of energies in a streamline are equal. To simplify that a little, if the fluid speeds up then the pressure decreases and vicky verky. To say that Bernouli's Theorum does not apply is like saying we don't need the elevators to fly an aircraft just the other bits. Lift theory can be as simple or as complicated as you like to make it but most (not all) flying instructors do not understand much about this subject other than what is in the training manual, so it is no wonder that a lot of students have trouble. Visualise a wing with equal camber on the upper and lower surfaces that has air flowing directly over it at a speed capable of producing lift. The air separates equally at the leading edge and flows symetrically around both the upper and lower surfaces. The amount of energy displaced on the upper surface is exactly the same as the lower surface so the energy sum is zero - no lift is produced no matter how fast the air flows over it. This is the only time that the molecules have a chance of regaining their freindship at the trailing edge! If the same symetrical airfoil is tilted to give an Angle of Attack then the scenario changes somewhat. If you can visualist the leading edge where the air separates to get around this wing that got in the way then the air flowing under the wing essentially slows down due to the surface area that it is confronted with. Essentially, it bangs into the wing and the air surrounding the lower edge of the wing so the pressure increases - that sounds like Bernouli... The air flowing over the top of the wing is presented with a different set of circumstances as it belts over the top and completely misses the wing a bit like Wiley Coyote going over a cliff and this is explained by one of Newtons theories about bodies staying in motion until some other force changes its mind. The air over the top flows away from the upper surface and the pressure drops. The drop in pressure is trying to drag the airflow back towards the wing surface and without any resistance to flow such as wing stuck in the way, it speeds up to get back to the wing as fast as it can before the other molecules notice! :big_grin: The sum of the energies at this point are unequal as there is a wing in between that separates the two pressure areas. The only way for the energies to equalise is for the wing to move toward the lower pressure area so some lift is produced. This is also the reason for wing tip vortices as they cannot occur at zero lift, But that is not all as was stated earlier. Visualising the trailing edge gives a whole new part of the lift thingy. The faster moving air over the top surface is trying to get back to the wing but most of it misses and this collides with the slower moving air from the underside that is trying to get out of the way of the wing. The result is downwash and this contributes a bunch more to the lift produced and this part can be attributed to Newton. There has to be a pressure change to effect a flow change so it is not reasonable to discount Bernouli or Newton or Cant or all of the others. It can always be helpful to draw the situation or work it out in your mind - no maths or formlae involved. Cheers,

Thanks for the help fella's, I will have a look in the scrap yard out here

Does anyone know where to get parts for Icom A200 radios? My local Icom agent and licensed communication repairer is not allowed to source parts for aircraft radios.... must be the GA aviation industry protection thingy again:radioactive: I am after the right angled aerial connection at the rear of the mounting cradle and possibly the wiring harness connection plug. Cheers,

I was in a Fokker F27 that had a bit of an excursion during the landing roll...... clean off the runway. A bit rough over some of the drains and banks but to his credit the pilot got it back on the black. Don't worry about a little problem in a Jab in your early stages of training as even the pro's have mishaps. Cheers

Hi Cralis, Try and keep things simple from the start and break the problem down into steps. If the aircraft is flying straight and level, how and why does it roll from a pilot input? Forget about noses chasing wings and and things slipping all over the place until you really understand how the roll is initiated in the first place. I read your blog and the description of what causes yaw bothered me as I think that you are confusing it with stabilty. As Tony has said, it really is better to ignore the secondary effects at the early stages of training and don't try to confuse yourself. If you have a model A/C with movable control surfaces, then use it to describe each step and get it clear in your own mind... ie, if I move the stick to the left then the aircraft ROLLS left.... Why? i_dunno See the explanation by Macnoz after you understand the first bit. Cheers

You can get fuel at St George but will only take cash. Thargo has a great bunch that will look after you for fuel and not far to walk into town. Who are you going to visit?

Taxying out at Adelaide many years back in a single with a big bunch of heavies behind and we asked by ground to pull over to let them all take off. A very American sounding voice said "Ah that's what it was! I thought it was a bug on the windshield!" After several had taken off, another rolled past and asked "Did the Mortein get ya?"

There was an old saying about the earlier U/L trainers that went along the lines of "They are easy to fly but a challenge to fly accurately" Your description of the landing hold off tends to make me think that the aircraft got you, not the other way roundi_dunno Horses for courses. Cheers

And it came from on high! Brilliant, just brilliant!! lol:clap:

A bit of an update on what happened. The aircraft has been recovered from the crash site and apart from a broken prop, wing strut and windscreen, it is in great condition...... if you have to crash, do it in a Jab! There is evidence of a fuel leak from the engine bay that has streamed out under the fuselage. It is very likely that the aux pump was left on for the flight and this has leaked past the needle and seat but will not know until I do some more testing this weekend. There is also a possibility that the fuel level was not monitored sufficiently during the flight but I am not into a blame game just the safety aspects. Cheers,

I am not quite sure if what you wanted to say here came out the way that you wanted it to Bas. 1.5 hours fuel remaining is a lot of margin in aircraft terms.:confused: The old rule was to be on the ground with a minimum of 45 mins reserve. The usual reason for high fuel usage is a loose or missing fuel cap but having recovered the aircraft from the accident site and made a close inspection; this is not the case. I can say that a mechanical situation has occurred in the fuel system to cause the fuel to be drained from the engine bay unexpectedly while the aircraft was in flight. This situation has occurred late in the flight and has apparently caught the pilot off guard as to the state of the fuel remaining and he was within sight of the airfield. I will definitely get the info out on these forums as soon as I have determined the exact cause of the problem but Ian was on the right track. Hey Motz, I'd get that Gazelle checked before you fly it again..... lame or no lame.:ah_oh: Cheers

I really appreciate the info and was not aware of the fuel pump AD as I don't really think that it matters what engine the carbs are fitted too. I am really concerned that I missed this and may have inadvertently caused an unpleasant situation for someone with nearly fatal consequences. It is all so easy to say "pilot error" when it could well have been caused by events beyond the pilots control that has put them into a stressful and dangerous situation. This model jab has the tank behind the seat but the fuel cap is still located in the low pressure air stream so will check that. Thanks for the replies.

This incident provided me with a distinct change in my friday night agenda as it was our club Jabiru that came to grief. It is never a fun thing to receive a call from the police even if no one was hurt. The pilot was fortunately, uninjured other than a few bumps and bruises to contend with so something good was salvaged from the wreck but we now have a three day road trip and recovery exercise to contend with but aircraft, like most machines, can be repaired. The worrying thing for me was that the aircraft did indeed run out of fuel but well and truly way before it was planned for. Yes it is the pilots responsibility to monitor the fuel situation but some other factor has caused the engine to use more fuel and run out approximately 1.5 hours early. This factor has quite probably increased the pilots stress level and with an airfield not far away....... the rest is now history. I ncidently, the pilot made a near perfect landing but the nose wheel dug in and it went over onto its back....... pity it wasn't a tail dragger! If the power setting was higher than normal cruise, then the fuel burn would increase but so would the speed so I find that not so convincing as a cause. The fuel boost pump on this aircraft is one that does not 'stall' on high pressure and the switch position is obscured from the pilot when normally seated. This is a possibile cause but I will not know until after the aircraft has been recovered and a detailed examination made. As a matter of request, does anyone else have experience with unusually high fuel consumption on engines fitted with Bing 64 carburettors. I am not saying here that the carby is at fault, or the aux fuel pump, or the aircraft type, or anything else but I really would like to know if this has happened to anyone before to help prevent this from happening again. I will keep you posted with any findings.

I never thought of it that way before Motz!! Cheers

I finally managed to get hold of my plastic wrapped, magazine protected CD from the RAAus this week - I must be the last bloke on the mailing list but at least I got it! With some trepidation,I straightened it out over my knee, put it in the drive and waited with baited breath to see what devastation had been inflicted upon me. I have read it a couple of times now but I cannot believe that so little has changed but the RAAus has just about told the entire world that it is a completely new document. I was told that temporary satellite facililities and mobile flying schools were dead in the water but not a flaming thing has changed to the way that the mobile school legally operated and the terms that I bought the school under! Those in power do not seem to understand the rules that have applied since the ops manual was written, let alone re-written. I was sent a rather disparaging and slightly spiteful letter that belittled my understanding of the previous Ops manual and then told me that mobile flying schools were written out of the new Ops manual. My reference to temporary FTF's went completely over everyone's head, but here it is in black and white, mobile schools are still allowed under the new rules as they are the bloody same as the old rules!! I am gob-smacked to say the least!! I am unsure of the reason for a "two stroke" endorsement as the bulk of training engines would be two stroke, but there is no apparent syllabus for the training. What if someone fly's a diesel or a rotary or a jet? I would have thought that engine management was part of any reasonable flying program and the most important thing was what to do if damn things stops - my view entirely of course. The next new rule that had me in stitches for some time was the reference to Senior Instructors not being responsible for "the oversight of junior instructors operating under a CFI"; I wonder which genius thought that up! All the senior instructors could now legally be walking around with their hands in their pockets saying "it was the juniors oversight so not my responsibility!" I know what the intent was but the legal ramifications are such that employing junior instructors may become impossible, or at least, difficult. Anyway, I am now confident that a mobile school may once again raise its much needed head in some distant region that the current organisation prefers to ignore.

Hi Coolmango, You copped a bad one there and I was just wondering if that particular school still exists??

Interesting comments Motz You will find over your instructing career that students do not all learn the same way, (lots of articles written on that subject) and for some of them, you are going to have to spoon feed while others get stuck straight into the tea bone steak. Most people are apprehensive about sitting exams especially as they have paid a bunch of money and have a sort of expectation of passing, so it really is easy for a school to set practice exams. If the student fails on a few questions, then it may be due to their learning technique or interpretation of the question. If a bunch of students fail the same few questions then it just might be the way that they were taught so the lesson plan would have to be reviewed. How do you think people passed the PPL and CPL exams twenty or thirty years ago when there were no DVD’s, power point presentations or glossy books? I also ask students to read the book but if they have questions then you need to help them understand so a whiteboard session and a coffee help no end. In the end, that approach also makes good business sense as the instructor gets a reputation for helping students learn to fly. Either way, it is going to cost students an amount of money to learn and if they the good oil from you, then there is a fair chance that they will keep coming back, possibly with their mates who want to fly.

Hi Steve, No, I wasn't having a go at you. I get annoyed by some instructors who have to get students through the exam without the student actually understanding some of the questions. There are numerous books and probably CD's out in the market that would be helpfull but what I am trying to say is that if you are unsure of sitting for an exam, then maybe you need to get down and personal with your instructor. One of the best inventions to learning in my opinion, is the whiteboard as it really is interactive and can make for interesting discussions between the parties driving the whiteboard marker.

[quote=ahlocks;53016] All in all, I'm still facinated that by pulling back on the stick, half a ton of metal, fuel and bones lifts off the ground and the view becomes spectacular - amazing stuff! Steven B. Youv'e just gotta love that description - yep, amazing stuff!

There are a mob of people out there that have a bunch of knowledge, enthusiasim and experience that seem to know the answers and are a fairly helpful bunch - instructors! Yep that thats them, instructors. Go and talk to your instructor or CFI because they are there to help you and you are paying for them to impart knowledge so that you can understand the intent behind the questions that are being asked in the exams. A good flying school should underpin the flying experience with the knowledge to help you understand the principles of flight and flying. The knowledge that they impart should assist you with learning to become a pilot, not just answering a bunch of exam questions.