Bruce Robbins

hi Alan, it sure is awesome. Since that initial session we've now gone into a more formal training approach using the Air Force mass briefings (training syllabus) for the CT4.

Nice to see you exploring the envelope. Yours and the CT4, and thanks for letting the rest of us peek over your shoulder.

If you have trouble getting to sleep with your inner ear still doing loops, the following link should assist. Once you'ved memorised all the theory, you'll be able to answer the proverbial posed by Professor Julius Sumner Miller (Why is is so??) as well as demonstrate.

I'm sure Kaz is trembling with anticipation!

http://www.flightlab.net/download.html

Cheers,

Bruce

sure is...:) and he still hasnt changed the coloured bands on the ASI, 120 Kph is the full flap approach speed.

Bruce

Chris,

I believe Ken Garland from AeroV (manufacturer of the Vampire) is acting as an agent for HKS.

02 4257 7053

Bruce

Troy,

The Instructor's too busy looking out the front window (or side window the way some guys fly their final approach) at whatever obstacle the student's trying to fly them into to worry about a little thing like an oil pressure gauge.

Well dressed instructor -->

Student de-brief --> :hittinghead:

It WAS broken, so I emailed Jabiru and they fixed it so we can all get our "info fix".

Picture13.jpg, third row, third pic, is Lukla in Nepal, instigated by the late Sir Hillary.

Flew in there in a chopper whilst it was still gravel. There was a crashed twin otter you flew over on short final.

John,

Re-arrange your flights. It's one of the best airshows you'll ever see if you like WWI and WWII vintage aircraft, not to mention spine tingling aerobatics by people like Jurgis Kairys.

This will be my third time, and my wife even lasts for at least two days, when two hours is her more normal "are we there yet?" limit.

Bruce.

The Jab motors use coils, powered and triggered by the flywheel (Just like the old Victa lawnmower). That's why you have to spin them over at about 300 rpm to generate a spark. Rotaxes similar story, which is why this wouldn't work to well with a Jab motor.

[ATTACH]4657.vB[/ATTACH]

:;)1:

Bruce

Paul,

A partial blockage in the pitot (dynamic) will do what you describe. Have you also checked for any leaks from the pitot tube right through to the ASI. I think a leak would also cause those symptoms. ie: the faster you go the more air pressure therefore more leakage therefore more percentage drop in dynamic pressure.

3 x LSA55's online, 1 with a GPS

No Tecnam

She looks like a touchy machine...how do they fly? compared to a jabiru 160 or the like?....

I currently instruct on LSA55 Jabiru's, and have about 25 hours in the Tecnam P92 (high wing) from the right hand seat. Also done a few hours in Jab 160/170/230.

From my perspective the Tecnam is a much easier aircraft to fly and particularly to land. The controls in the Tecnam are lighter and better balanced than the Jabs, and the dual sticks make it easier to instruct. The Tecnam also approaches 5-10 knots slower than the Jabs which makes it easier for low time pilots.

Visibility from the Tecnam is a lot better than the Jabirus. Cruise speed is much the same as the 4 cylinder Jabirus with a slightly higher fuel burn. I also found getting in and out of the Tecnam easier. All in all the Tecnam is a more refined design, but unfortunately dearer to buy, and spare parts are much dearer than Jabiru.

I suspect that what looks like touchiness in the video is just strong and gusty winds.

Cheers,

Bruce

Graham,

Joining crosswind is done as before, except that you fly across the strip (the crosswind leg) between the midpoint of the strip and the end of the strip, not directly over the end of the strip as we used to do.

The recommended method to join downwind is at 45 degrees, joining at mid downwind point.

Have a look here for all the info. http://www.dotars.gov.au/aviation/airspace_reform/nasys/training.aspx

Bruce

Merv the composer,

Props make a big difference on the Jabs, or most aircraft for that matter. The J160 tends to suffer from rather poor climb compared to the older LSA55 model due to having extra weight but the same engine. The aircraft owner may well have fitted a "climb" prop rather than a "cruise" prop. ie: The prop is a finer pitch, so it's like driving your car in fourth gear instead of overdrive. Better acceleration, but more revs and thus fuel burn for the same speed.

From the Mercury picture (last post) it appears to be a trike.

Right Bruce,now that you've let that bit of info slip we want a FULL report on the mountain flying you did with these guys

 

Lots of interest around here in this course.

 

If you could just organise a full, detailed trip report to be on the forum within 24 hours that would be satisfactory :big_grin:;):big_grin:

 

Kind regards

 

Mike

Guess you'll have to grade me "Unsatisfactory"

I didn't do the full Mountain Flying course that Fly Wanaka offer, but based on the abridged "taster" I did do, it would be money very well spent. Just the couple of hours I did were enough to pick up quite a few valuable tips, and instill a healthy respect for the conditions you can encounter flying around in and around mountains and valleys.

Even when sitting there looking sunny, clear and peaceful, the mountains can still bite!

I think I have some shots tucked away somewhere, will see if I can dig them out.

Bruce.

John,

Drop a line to flywanaka.co.nz.

I did a few hours af mountain flying with Wayne Allanson, their CFI last year in a Tecnam Bravo fitted with a variable pitch prop.

Wayne claimed that he could get a reliable 120 knots out of it on a cross country by getting "up on the step" and increasing the propellor pitch.

Cheers,

Bruce

Geez Darren, you got ripped off. I only paid one dollar and 13 cents!

Hi Troy,

Never fear, your first flight was in an historical aircraft!

The LSA55 Jab was the start of a long line of Jabiru aircraft, and is a factory built model so eligible for flight training. The J160 came along later, and has the same engine as the 55, but a wider, taller body. The 160 still does the same speed as a 55 even though it's bigger and heavier, but doesn't climb quite so well.

Oshkosh is about 150 miles North of Chicago. Went last year with my wife. We flew into Chicago then picked up a hire car and drove up to Oshkosh. Easy 3 hour drive on American freeways all the way.

The valve clearances tightening up usually indicates that the valve seats are recessing into the heads. The valves face and/or seats could also be wearing away. Either would warrant further investigation if the trend continues.

Bruce.

Tomorrow - Saturday 30th June

Hi Boys and Girls,

Spoke to John Taru this evening and the field is still water-logged from all the rain this week.

John didn't think we'd be flying till the afternoon, assuming no more rain.

He will still be there from 8:30 am to open up however.

The wind is also forecast to be a fairly strong westerly on Saturday,

easing and going west/nor-west on Sunday.

Cheers!!!

Steve,

Vos goood to meet ze bandidos from ze mountain, who I zee now just come down to steeel our wimmin and learn ze secret flying styles taught by Daveedo Rolfo, our famoous CFI.

Next time you will not be so locky! Ve zee you comin' and ve lock avay ze wimmin and hide Daveedo.

Ze Jabbi you can fly, but ze LightVing is not for ze bandidos from ze mountain! Zat one is for peelots only. If you bring beeg bag of silver next time, maybee ve let you vatch vhile ve fly zat one.

Maybee.

Your still welcome to fly over and have a look. I haven't been up there for three weeks due to all the rain we've had, but was going to ring the boys in the morning and see if they were going to be there. Even though we've had a pile of rain in the last three weeks the strip is fairly well drained, and holds up well for a grass strip. After so long with no flying I'm keen to get there.

According to the BOM site, Camden has had no rain all day yesterday and today, so I'm hoping the strip will be useable tomorrow. If you want to drop in, over fly at 2,400 feet and look for any aircraft parked on the inactive runway. The Oaks (YOAS) has two parallel North/South runways, but the one closest to the hangers is being "spelled" as the farmers would say.

You can also call All Stations Oaks, or Oaks ground on 126.7 and ask about the strip.

Bruce

Ross,

The only fuel available on the field is from a private supply of avgas held by Dave Rolfe, CFI of Dave's Flying School. Provided he has enough for his own needs he is happy to sell it to you. Cash or cheques only, no credit cards.

If you want mogas you need to cadge a lift into town with one of the bystanders and get it from the servo. (Loan 20 litre drums available for the purpose)

If Dave cannot supply you, or is not there due inclement weather, you can get fuel from nearby Camden or I think still at Hoxton Park. Camden is non-controlled during the week. Check ERSA for details.

Regards,

Bruce

Hi Bruce,In both methods, would you also suggest centering the rudder just before the nose wheel touches down to prevent the aircraft veering off the runway? I suppose this is only necessary if the nose wheel is directly coupled to the rudder.

In practice I've found that once you have both wheels down, the rudder (and therefore coupled nosewheel) will be in the right place automatically. ie: Centred or slightly into wind, but it certainly wouldn't hurt to be thinking about where you have it pointed.

Bruce