Kenlsa

I can’t dance so it stays a milk stool

Just for giggles….my Gen1 SP500 uses 11.7lt/hr. 100 true @ 2800rpm with 44” pitch wooden prop. Just sold it this week after 18 years. Why you may ask? So I can pay for the rebuild of my Lycoming: And can now look forward to 24lt @ 90 kts. Hmmmm ! Ken

Our club has 4 Gen4 jabs and one Gen3. The Gen4 run best on mogas and run cool compared to other generations. Highly recommended. Stay air cooled and bank the extra useful load and put the money saved to more fuel so you can get out more. I have worked on all generation engines and the best are Gen 4, particularly in a training environment with up to 8 T/O and landings in an hour, though I have a soft spot for the last version of the Gen1. best not to over think these things. Ken

Years ago when I did my solo nav, I was going to go to Aldinga, so phoned them in the morning and they said that it was not recommended that day as there was a strong easterly off the adjacent hills, and would be best if I had a few more hours under my belt as when an easterly is blowing it is not the best place to be. I have flown into there since and you can see that it is sandwiched between the sea and the hills. Great place for a coffe… Ken

Better image here

I had a bet each way and have installed a skylight in the Colt.

I did the tubing on my Colt using Linseed oil. It is an approved method. Ken

One of our just departed club members was the pilot of the one based in SA for a number of years. Flying for a University . He said that the ultra violet rays and heat through the canopy almost fried him, due to the thin air at extreme altitude, even though the temps were well in the minus range. He was an 737 pilot as well. His glider was a Steme so he was used to long wings and altitude! I think he said that the wingspan was the same as his jet. He is sadly missed Ken

VH -AAT was owned by my high school teacher in the mid 70’s, Leo Smothers. He was an ex US Navy Corsair pilot who contracted polio and continually waved his walking stick as the students. We soon learned to keep well clear of him. Good to see it rebuilt and still flying

My Colt already has its number, just waiting for the prefix (probably 34 at this stage)

C1 and C1b Lyc 235 are both rated at 108@2600 max continuous with 115 @ 2800 for 5 mins, both referred to as 108 engines, as in my Colt. Ken

Mick visited Gawler on Saturday and was part way through an Australia wide trip speaking to pilots and answering questions. I had to leave early but he said: 230 and 430 will be factory manufactured at 760kg 170 will continue and 230 @ 600 as well Gen 3 parts will be manufactured for all that have that engine can relax working on a Gen 5 engine BUT it MAY be electric will include analog instruments for those that want them to keep everything simple for people like me he is a pilot and so is his daughter all the staff are remaining he is the MD at a major military supplier but can not divulge any more details about the products. I Had to leave then but Jabiru 7252 then arrived so may be able to shed some light on any further detail. Sounds all good to me

Those strut bolts in the first picture don’t look like AN bolts. If not they are not airworthy. Don’t use grease or Loctite on any nut or bold particularly nylon nuts.

The STC doesn’t allow any deviation from the plans. The “joys” of certified aircraft!

I have put a skylight in my Colt and it sure has a lot of hardware just above my head. I guess I will know soon after the first turbulent flight.

There are a couple of “STOL” Jabs around, though 19 built. The SP 470/500 fuse with the 450kg UL wings, powered by the 3300. We had one on our airfield for years. With the 35kt stall it was ok in the relatively short field landing phase and with the 3300 took off like a rocket. ”19” is a great category Ken

Wooden prop should use Belleville washers, just like the jab wooden prop. 72 inch pounds of torque Ken

I have yet to purchase mine and claim the rebate. If it’s anything like transferring a VH registered plane to a new owner, me, there was 8 pages of instructions so I could fill out a 2 page document. Unbelievable. Ken

I was listening to a psychologist a while back who said that nature has developed and reinforced the fear of heights for our species survival . If we stand at the edge of a cliff, we need to protect ourselves so adrenaline kicks in, the ‘Fright’ part, to stop us there before taking action or to back away. Same with being at the top of the tree. Apparently we are physically connected to the ground (safety) through our senses - we see the potential problem, but we feel the solution because we still keep our feet on the ground/tree keeping us based. This has been passed through the generations for ever. BUT , flying (not falling) has not been implanted in our DNA as unsafe, as it is not a naturally occurring situation. Children won’t be afraid of it as it only becomes a learned fear, through their own experience or relayed information from others. It was an interesting article Ken

5 k range Bruce, not far enough when they require a 10nm call to inform others of your intentions Ken

Some feel that 760 implementation is taking too long, but for me and my Colt, I have got my rego number from RAOz so it is moving along. I am just about to start the fabric, so I’m not to worried about the speed of 760 development. I have spoken to the managers at RAOz and I am just waiting for the prefix to my rego number. This should be 34 for certified aircraft. This has yet to be approved by CASA as part of the operating/tech manuals that will include some other requirements that I don’t know of I’m guessing. it’s all happening so all good. Ken

I think it’s time

He is away for Christmas but we lifted the fuel about 1.3m from the ground to a fuel cap at the top of the boot cowl on a Mini Cab Ken

A mate uses this model and it works very well. I will get one for my Colt when it is finished Ken

We run glider training as well at Gawler. All should be aware that gliders may be flying contrary to normal circuit direction. Not unusual to turn left on take off in a powered plane then to watch the glider turn right after launch. Then the tug will be Released at 2500ft then it will rapidly descend to 500 feet and land on any runway they want, but the runway is usually one that permits a rapid hook up of the next glider. An aircraft carrier has nothing on our operation. ken