2tonne

Hmmm, might be a slightly longer night than I hoped

 

 

Traveling from Mel to Brisbane tonight on Qantas scheduled to arrive around 8:30 pm. I see the forecast is pretty ordinary. Scattered cloud down to 800ft, heavy rain, 20 kt ESE gusting to 35 kt, thunderstorms. Could make for an interesting arrival. At what point do they draw the line and decide to hold/divert?

 

 

Sunglasses? I didn't see any sunglasses.

 

 

Who ever reads the Herald scum, courier mail etc and takes them seriously anyway? They print the biggest pile of steaming ... Only good for a laugh.

 

 

Hi Owi, I recently moved to Brisbane, but prior to that I was training at Lilydale. I recommend them highly, great people, friendly and professional atmosphere, well maintained aircraft.

 

 

Having looked into this recently, the super funds seem to offer a certain amount of life/tpd insurance with no questions asked (e.g., around $500K depending on your age) and anything above that you have to go through the full application/disclosure process. My bank (Westpac) also offered insurance that was pretty relaxed with regard to the types of recreational activities you pursue, but the policy came with a hefty premium compared to what you would pay with your super fund. I have decided to go through the additional application process with the super fund.

 

 

I wasn't suggesting that passing on correspondence without consent is the right thing to do, but it does happen even when people believe they are doing it for the right reasons, for example they might think they are just passing it on to the relevant person/department. I try to treat all written correspondence as public information, ie don't say something you would regret someone else reading. Although the nature of a letter might imply that it is confidential, if it is meant for the eyes of one person only I make sure to tell them so.

 

 

I would have also thought it wasn't legal, passing on correspondence addressed to them in confidence. Did you ask the question of them as to why they took this course of action?The issue is, as is common in government, public servants in one department looking after themselves and their 'mates' in another department with complete disregard for taxpayers or the real-world effects of their actions.

If you send someone a letter and don't want them to pass it on, you should make it clear that it is "Confidential". Otherwise, I think they are free to do with it whatever they want.

 

 

Very nice, I want one.

 

 

I found out about RAA via Google. First came the interest in flying, and then I found out about RAA when looking up details of local flying schools. I never gave any thought to the magazines at the newsagent.

 

 

Yes, iPhone 5. Want a 6, but have to wait.

 

 

I'm finding it a bit difficult to use on the iPhone. I have two "What's New" buttons, one of which is actually the what's new 24, but it doesn't show the full title. - FIXED (Admin)

 

Also, in landscape orientation I can't get all of the buttons to show.

 

I like it, but if these issues were fixed it would be better.

 

 

There have been several fatal Jab accidents in the US and Europe where the fuselage structure didn't save them, and one fatal in this country that didn't either. See post # 2 in thread 'Mildura Fatal accident '.Additionally as a comparison the higher than normal fatal count in the Cirrus type aircraft in the US which has a far more exotic composite fuselage structure that does the Jab.

Maj, I could find only one fatal in a Jab listed on NTSB. That was a loss of control with near vertical impact into a hangar.

 

For UK/Europe there was an accident in Suffolk which was loss of control following flight into IMC. There was also one in France - a news report that came out after the investigation suggested that the pilot performed a tight descending turn to exit restricted air space and overstressed the airframe (http://www.warwickcourier.co.uk/news/regional/microlight-pair-deaths-accidental-1-6429957).

 

Are there others in the US and Europe in addition to these?

 

 

Was he finish?

 

 

It's reassuring to hear that experienced pilots also have their moments when things don't go perfectly. Has certainly been a timely reminder not to become complacent and to keep focussed on what I am doing.

 

 

Ok, applying power for a short period during the glide should help clear any ice. However, it wouldn't make for the best training for an engine failure, as part of the exercise is to get a feel for for gliding distance. So, I think the lesson is to avoid practicing engine failures in the circuit when conditions are right for carb ice.

 

 

I think my previous post was still unclear, carb heat was actually applied during downwind checks and maintained during the glide approach. I wouldn't have thought that carb ice would be a problem in those circumstances, but found a document from the UK light aircraft association which states:

 

"In conditions of severe icing it is best to avoid making long glide approaches

 

to land, as the amount of heat available from the muff may be insufficient to prevent

 

ice developing, and the risk that the engine will not respond to the throttle should you

 

need to stretch the glide or ‘go around’. A powered approach, with full carb heat, is

 

the safer option under severe carb ice conditions."

 

 

Might not have made it clear, but carb heat was applied during the glide approach and only turned off late final as per usual procedure.

 

 

This was a quote from another thread that started in relation to what must have been an interesting landing.

Well, lemme tell you this story (and it is nothing to do with me...really...). There was this student pilot who was starting to think he was getting the hang of the whole flying thing. He was at the stage of regular solo circuits and was landing consistently until the most recent lesson. Massive brain fade practicing a short field landing, pulled the throttle just before flare height with full flap. misjudged the flare and dumped the aircraft onto the strip while performing a stop and go. What happened to my, I mean, "Fred's", judgement of the flare. Severe brain fade I'd say.

 

Then to make it worse, on a subsequent glide approach things got interesting. Throttle closed at base turn to simulate engine failure. Made the turn, converted speed to height and then...started to put down a stage of flap...idiot! Instructor sets him straight and the flaps are put away ASAP (that stuff-up rectified). Then, on late final and going to make the strip, engine starts running rough at idle. Still not aligned with the runway but the instructor says they are fine to make the strip and to land (especially considering the rough running engine). Student distracted by rough running engine and still trying to align with runway once again gives the mains a thorough "test" by dropping it down on the mains. Two worst landings ever in one lesson. Aircraft (J160) was fine, but student's ego left bruised - and deservedly so.

 

Regarding the rough running engine, well being a Jabiru there are probably a few people thinking "ha, see!". But, it was interesting - the engine stopped on the "landing". After staring at the stationary prop for a few seconds, the starter was hit and she ran smoothly. And stayed running beautifully while taxiing back. No sign of rough running whatsoever.

 

In hindsight, it was 90% humidity, flying through light showers just below the cloud base. At 16-17 C, that put the flight smack in the middle of severe icing on descent power. The carb heat had been used on the glide approach, but perhaps the engine wasn't generating enough heat at idle to avoid ice? Perhaps the heavier than usual landing dislodged the ice and stopped the engine?

 

Anyhow, student is now thinking through the errors of his ways. Was a timely reminder not to get too confident with this flying thing.

I'm don't know of a dunno, but definitely a know all...

 

 

I see that pathfinder are back operating after the recent storm. Were any of the other schools around Brisbane affected or are they all operating normally?

 

 

Is there any real evidence to suggest that Jabiru operators are more likely not to report engines failures than operators of other engines? Or is it just speculation based on anecdotal evidence? If so, I fail to see how under reporting is relevant, in that all of the reported statistics may be affected by under reporting to the same degree.

 

 

Merv...that question really needs a lot of research and thought requiring more spare time and knowledge than I have before it can be answered with any authority.It's not my area of expertise and all I can say is that it won't help.

 

Another interesting issue I have been pondering is holding CASA to account for the loss of value owners and operators will undoubtedly suffer irrespective of the outcome.

 

Section 51 of the Australian Constitution says:

 

"(xxxi.) The acquisition of property on just terms from any State or person for any purpose in respect of which the Parliament has power to make laws"

 

It seems to me at first blush that "property" may have a wide meaning depending on the circumstances and that if CASA acts under laws of the Parliament to appropriate some or all of the currently legal rights of the owner of a Jabiru engine-powered 24 aircraft, such as limiting its operation from what has been previously legal under CASA's regulatory standards, an argument can be made that CASA should pay the owner compensation. Rod Stiff might be thinking along that line, too.

 

Not my area as I said before, but interesting to think about.

 

Kaz

I will qualify what I am about to write by saying that I am not a lawyer. However, I am a patent attorney specialising in intellectual property (a form of intangible property, as opposed to real property). If the term "property" as used above were to encompass a right to operate an aircraft in a particular manner, then this "property" would presumably have to be some form of intangible right. However, when we consider whether something intangible is a form of property, we usually look to see if ownership of the property is something that can be transferred by way of assignment, agreement or by virtue of a particular law (e.g., employer ownership of inventions). At first glance, I can't see that the right to operate an aircraft in a particular manner per se could be transferred to another person. Although, when you purchase an aircraft, perhaps you are also taking ownership of that right. And, if you cannot then sell that right with the aircraft...

 

You are right Kaz, interesting to think about.

 

 

Might be a little while until Avplan becomes functional on many android tablets. And even if it were working one tablet now, it is still Avplan lite with limited functionality.

 

Nevertheless, I am enjoying using the new tablet - thanks Ian. Have got in some good Angry Birds time, have read emails and more importantly I can read all the threads on this site:cheezy grin:

 

 

I flew up from Melbourne this morning and holy c$&p, I have never seen anything like it! The CBD is a mess, lots of damaged cars and even a few buildings. 300 Queen St is now 30 queen St because a 0 fell off. Bet someone has pinched that already.

 

My last visit to Brisbane was the G20 weekend when it was 40 degrees. What's with the weather up here? And I'm moving here in January!