Jabiru Phil

I have carpet on gravel. I noticed recently that there was heaps of condensation under the hood. Lame suggested that I lay plastic under the carpet. Will do before next winter. Just to add, I also cover the Jab with a sheet over the front area and screen to help with the dust. Maybe this helps the condensation? Phil

Frank I was about to divert around c t a Townsville on my way to Horn Island a couple of years ago and was invited to overfly. I accepted and the controller asked me to squark and ident. Not having done it before, it took me a while to find the ident button. Just gave it a push and the controller said that she had me identified. I thanked them for allowing me to transit, saving about 15 minutes. Controller said he can't understand why we are compelled to deviate when all is quiet. I had to change to two freq during the overfly. I have a texts mark on the ident button now, just in case. Phil

Thanks both Ian's My recent 38 hour trip to WA using Pemet made things very much easier for me and at the same time leaning the naips shorthand. Expect a donation when up and running Phil.

Sent mine in 3 weeks ago. I am O/S and wanted it when I get home in two weeks time. Sent with all pics. They sent receipt today per email for $130 so I imagine the rego will be in the mail when I get home. Yippee.

Perhaps the OZrunnways guys could be interested? It would be a big disappointment if it falls over. If its only the $140 that is the concern, perhaps we could kick in? Phil

Taylor, Sir Patrick Gordon (1896–1966) by Keith Isaacs This article was published in Australian Dictionary of Biography, Volume 12, (MUP), 1990 Sir Patrick Gordon Taylor (1896-1966), aviator and writer, was born on 21 October 1896 at Mosman, Sydney, third son of Patrick Thomson Taylor, manufacturer's agent, and his wife Alice Maud(e), née Sayers. As a child he so disliked his Christian names that he called himself 'Bill'. In his dinghy, Query, on Pittwater, he adventured to uninhabited Lion Island and acquired a lifelong love of the sea. Soon after leaving The Armidale School, where he was senior prefect, Taylor was rejected by the Australian Flying Corps and went to Britain. Commissioned in the Royal Flying Corps on 12 August 1916, he joined No.66 Squadron which was equipped with Sopwith Pup scouts. Awarded the Military Cross in July 1917, he was promoted captain and served with Nos.94 and 88 Squadrons. He later wrote: 'I deplored the killing and all the other evils of war'. In 1919 Taylor returned to Australia. During the 1920s he flew as a private pilot, worked for De Havilland Aircraft Co. in England, completed an engineering course and studied aerial navigation. He operated a Gipsy Moth seaplane from Sydney Harbour (1928-32) and also flew as a captain with Australian National Airlines Ltd (1930-31). He was second pilot and navigator in the Fokker Southern Cross on Sir Charles Kingsford Smith's 1933 and 1934 flights (Australia-New Zealand-Australia) and navigator aboard Charles Ulm's Avro Ten Faith in Australia for two flights in 1933 (Australia-England-Australia). Disappointed at missing the Victorian Centenary Air Race, 'Smithy' and Taylor completed the first Australia-United States of America flight, via Suva and Hawaii (21 October–4 November 1934) in the Lockheed Altair, Lady Southern Cross. On 15 May 1935 Taylor was Kingsford Smith's navigator in the Southern Cross for the King George V jubilee airmail flight (Australia-New Zealand). After flying for six hours, the heavily-laden aircraft had almost reached half-way when part of the centre engine's exhaust manifold broke off and severely damaged the starboard propeller. 'Smithy' closed down the vibrating starboard engine, applied full power to the other two, turned back to Australia and jettisoned the cargo. The oil pressure on the port engine began to fall alarmingly. The flight appeared doomed. Taylor reacted heroically. Climbing out of the fuselage, he edged his way against the strong slipstream along the engine connecting strut and collected oil from the disabled starboard engine in the casing of a thermos flask. He then transferred it to the port engine. With assistance from the wireless operator, John Stannage, he carried out this procedure six times before the aircraft landed safely at Mascot some nine hours later. For his resourcefulness and courage, Taylor was awarded the Empire Gallantry Medal, gazetted on 9 July 1937; it was superseded by the George Cross (instituted in May 1941). Taylor portrayed his exploit in the 1946 film, Smithy. From 1935 Taylor operated a succession of Percival Gull Four and Gull Six aircraft on private and charter flying; having visited Britain in 1938, he became agent for Percival Aircraft Ltd in Australia. His marriage on 29 December 1924 in St James's Anglican Church, Sydney, to Yolande Bede Dalley, niece of J. B. Dalley and granddaughter of W. B. Dalley, had quickly proved disastrous; she eventually divorced him in March 1938. On 10 May he married Eileen Joan Broadwood (d.1950) in the Methodist Church, Mosman. He made the first flight across the Indian Ocean from Port Hedland, Western Australia, to Mombasa, Kenya, in the Consolidated flying-boat Guba II on 4-21 June 1939. Taylor ferried flying-boats from U.S.A. to Australia in 1941. On 9 June 1943 he was commissioned flying officer in the Royal Australian Air Force. Transferring to the Royal Air Force in 1944 as a civilian captain, he ferried aircraft from Canada across the Atlantic Ocean. At his own request, he commanded the R.A.F. Catalina Frigate Bird in September-October 1944 on a pioneer Pacific Ocean survey flight from Bermuda to Mexico, Clipperton Island, New Zealand and Sydney. In March 1951 he flew across the South Pacific from Australia to Chile, via Tahiti and Easter Island, in the Catalina Frigate Bird II. A writer of distinction, subtle and realistic, Taylor published eight books: Pacific Flight (1935), VH-UXX (1937), Call to the Winds (1939), Forgotten Island (1948), Frigate Bird (1953), The Sky Beyond (Melbourne, 1963), Bird of the Islands (Melbourne, 1964), and Sopwith Scout 7309 (London, 1968). In 1963 he took part in the Australian Broadcasting Commission's television film, An Airman Remembers. Taylor lived at Bayview on Pittwater, where he sailed a 35-ft (11 m) sloop and in 1947 established Loquat Valley School for his daughters. On 4 May 1951 he married Joyce Agnes Kennington at St Mark's Anglican Church, Darling Point. Chairman of the family firm, P. T. Taylor Pty Ltd, and a director of Trans Oceanic Airways Pty Ltd, 'P.G.' operated the Sandringham 7 flying-boat Frigate Bird III from Sydney on Pacific island cruises in 1954-58. A wiry man, greying at the temples, with crowsfeet edging his blue eyes, he belonged to the Union Club and Royal Aero Club of New South Wales. Awarded the 1951 Oswald Watt gold medal for his Australia-South America flight and the Johnson memorial trophy of the Guild of Air Pilots and Air Navigators, London (1951 and 1952), Taylor was knighted in 1954 (and known as Sir Gordon). He died in Queen's Hospital, Honolulu, on 15 December 1966. His ashes were scattered over Lion Island where the dreams of his adventurous life were conceived. His wife, their son and two daughters survived him, as did the two daughters of his second marriage. Norman Carter's portrait of Taylor is held by the Art Gallery of New South Wales. Frigate Bird II is held by the Powerhouse Museum, Sydney, and Frigate Bird III by the Musée de L'Air, Le Bourget, France. As a pilot and navigator, Taylor was a perfectionist, fastidious, demanding, sharp and candid. Yet, his character was complex. Those 'with the patience to come to know him discovered a man of immense sensitivity, intelligence and courage'.

Rumour I heard was a Honda

I am touring Portugal right now. Was in Cascais a couple of days ago, visited from a Douro river cruise. Lovely place. Never saw the airport but only noticed your post a moment ago. Porto for another couple of days then onto Spain and beyond. Great place to visit. Phil.

Probably a good idea to give the Irish a rest for a while.

Illegal immigrant walking down the street with a very brightly coloured parrot on his shoulder. A guy walks up and says....where did you get him from? The parrot says, Xmas Island mate, there's thousands of them there.

What caste?

Thanks Ozzie, Can't make it this year but will check in regularly via webcam link you supplied. Phil.

Sent mine in last week with all pics. Apparently Jab never previously supplied pics with the registration applications I hope all will be well. My original registration was in October, it's now back to August. Seems that I have lost a couple of months somewhere! Phil

Factory set at 52 but ground adjustable. The original was 53. Happy to leave where they reccomend Phil.

I am extremely happy with my new Jab/ Bolly prop. Only done a few hours but soooo much smoother Only wish I had installed before my WA trip recently to give a more comprehensive report I mentioned in another post that the CFI that did my BFR the other day said that it was much smoother than the wooden prop on the club 230 Interested to hear from any other converts Phil

I feel like a huge weight is off my shoulders, and can't wait to take this "licence to learn" and learn as much as I can! You sure have the right attitude Enjoy the experience and make sure you keep the "learn" going Well done Happy days Phil

Spent a week there about 6 years aga. Couldn't get to the reef 'cos of weather. Otherwise ok Same situation from two other destinations up there. Get to see one day

Could be one at Broken Hill in October. Big celebration flyin.

Phil mate, you have jogged my memory. Way back in the late 60's I was working for a boss that had I think a Bonanza. He used to fly quite frequently. I was taken in by his preflight inspection, like kicking the tires, fuel sampling and checking for birds nests etc. We were on our way back home at Low level after a stock inspection when the motor gave as I recall a "miss" I glanced over to get some reaction but he just looked straight ahead. A few seconds later it happened again a bit more severely, this time he looked at me and declared "WHAT WAS THAT?" Do you think it is carby ice? I said give it a go. only door was on his side thankfully as I may have bailed out. Never flew with him again. So again, never assume somebody is a good pilot, even if they say they are.

You mean that this site is being infiltrated?

Well DJ you may well be correct, but I always believed that you had to have a MAP and weather conditions for your flight onboard. So a copy of these documents are legal on the iPad. That's what they told me. Crayon box. I tried that one with them and they rightly pointed out that taking a snapshot only did the page in view, whereas copying to the Dropbox or similar app copies the whole document which could be many pages depending on the area. I hope this makes sense. The two guys were very helpful and answered all queries. Makes sense to me. Phil.

ALWAYS ASK, NEVER ASSUME !! His request approved, the CNN News photographer quickly used a cell phone to call the local airport to charter a flight. He was told a twin-engine plane would be waiting for him at the airport. Arriving at the airfield, he spotted a plane warming up outside a hanger. He jumped in with his bag, slammed the door shut, and shouted, 'Let's go'. The pilot taxied out, swung the plane into the wind and took off. Once in the air, the photographer instructed the pilot, 'Fly over the valley and make low passes so I can take pictures of the fires on the hillsides.' 'Why?' asked the pilot. 'Because I'm a photographer for CNN' , he responded, 'and I need to get some close up shots.' The pilot was strangely silent for a moment, finally he stammered, 'So, what you're telling me, is . . . You're NOT my flight instructor?'

Seems that we are not alone with audit problems DOT IG: FAA Aviation Registry Lacks Accuracy, Completeness AINALERTS » JULY 11, 2013 by PAUL LOWE July 12, 2013, 2:37 PM A recently completed audit by the Transportation Department’s inspector general has found that the FAA’s Civil Aviation Registry does not provide all of the information needed for aviation safety and security measures. According to the DOT IG, the FAA lacks the information it needs on the identity of noncitizen aircraft owners and has incomplete information on pilot certifications. FAA regulations require owners to update or correct the information in their registry records periodically, but the agency does not check these reregistrations against the original records to ensure accuracy and regulatory compliance. “We found incomplete registrations for about 5,600 aircraft, or 54 percent, owned under trusts for non-U.S. citizens,” the audit report said. “As a result, the FAA has been unable to provide information on these aircraft to foreign authorities upon request when U.S.-registered aircraft are involved in accidents or incidents in foreign lands, as required by the Convention on International Aviation.” Similarly, the registry lacks complete information on pilot certifications, which makes it difficult for law enforcement officials to use the registry to conduct security screenings required by the Intelligence Reform and Terrorism Prevention Act of 2004, or to detect pilots who provide false information. TAGS: AVIATIONPROFESSIONAL CERTIFICATIONSTANDARDSFEDERAL AVIATION ADMINISTRATIONTRANSPORT FILED UNDER: REGULATIONS AND GOVERNMENT Share this...Share on facebook Share on twitter Share on email Share on gmail Share on stumbleupon Share on favorites More Sharing Services 1 Comments G.BENEKOS on July 12, 2013 - 2:19pm REGISTRY INCOMPLETE INFO According to recent rules all aircraft have been reregistered last year and the new registration is valid for 3 years only so it is not possible that there is still incomplete info. REPLY frank hendricks on July 12, 2013 - 2:48pm registration I contacted the FAA twice online, as per directions in the last couple years, to become current with my AC registration but I never got a response.... Should I Be concerned? When I looked up my reg. on AOPA, it stated "registration info. unknown", and I've had the same N# all along. They don't look any different on the side of my airplane. REPLY pilot jeff on July 12, 2013 - 4:57pm frank hendricks If you don't recall sending the government any money, check the re-registration schedule at http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft... You need to see when your N number expires. The last two groups are coming up. It appears that after December 31 2013 all aircraft should of been re-registered. REPLY Ronald Smith on July 12, 2013 - 5:04pm Registration of A/C It must be diffcult to house so many meatheads in one Federal Agency REPLY Michael DeAngelis on July 12, 2013 - 6:53pm All aircraft ? I have an owner who's aircraft registration expires in November. Her notice says to send it in by July 31 to avoid lapse, so all aircraft are not re-registered yet. REPLY

Some more history. Sent to me by a pilot mate. I did an instrument course and shared a house with Roger *******, a retired BOAC 747 captain (also had quite a few hours on the concorde). After BOAC he went to Singapore airlines and tried to train their Pilots in simulators AND SAID EXACTLY THE SAME THING. He was sacked for failing crews who did not meet his standards. Subject: Fwd: Low-down on Korean pilots Subject: Low-down on Korean pilots After I retired from UAL as a Standards Captain on the –400, I got a job as a simulator instructor working for Alteon (a Boeing subsidiary) at Asiana. When I first got there, I was shocked and surprised by the lack of basic piloting skills shown by most of the pilots. It is not a normal situation with normal progression from new hire, right seat, left seat taking a decade or two. One big difference is that ex-Military pilots are given super-seniority and progress to the left seat much faster. Compared to the US, they also upgrade fairly rapidly because of the phenomenal growth by all Asian air carriers. By the way, after about six months at Asiana, I was moved over to KAL and found them to be identical. The only difference was the color of the uniforms and airplanes. I worked in Korea for 5 long years and although I found most of the people to be very pleasant, it’s a minefield of a work environment ... for them and for us expats. One of the first things I learned was that the pilots kept a web-site and reported on every training session. I don’t think this was officially sanctioned by the company, but after one or two simulator periods, a database was building on me (and everyone else) that told them exactly how I ran the sessions, what to expect on checks, and what to look out for. For example; I used to open an aft cargo door at 100 knots to get them to initiate an RTO and I would brief them on it during the briefing. This was on the B-737 NG and many of the captains were coming off the 777 or B744 and they were used to the Master Caution System being inhibited at 80 kts. Well, for the first few days after I started that, EVERYONE rejected the takeoff. Then, all of a sudden they all “got it” and continued the takeoff (in accordance with their manuals). The word had gotten out. I figured it was an overall PLUS for the training program. We expat instructors were forced upon them after the amount of fatal accidents (most of the them totally avoidable) over a decade began to be noticed by the outside world. They were basically given an ultimatum by the FAA, Transport Canada, and the EU to totally rebuild and rethink their training program or face being banned from the skies all over the world. They hired Boeing and Airbus to staff the training centers. KAL has one center and Asiana has another. When I was there (2003-2008) we had about 60 expats conducting training KAL and about 40 at Asiana. Most instructors were from the USA, Canada, Australia, or New Zealand with a few stuffed in from Europe and Asia. Boeing also operated training centers in Singapore and China so they did hire some instructors from there. This solution has only been partially successful but still faces ingrained resistance from the Koreans. I lost track of the number of highly qualified instructors I worked with who were fired because they tried to enforce “normal” standards of performance. By normal standards, I would include being able to master basic tasks like successfully shoot a visual approach with 10 kt crosswind and the weather CAVOK. I am not kidding when I tell you that requiring them to shoot a visual approach struck fear in their hearts ... with good reason. Like this Asiana crew, it didnt’ compute that you needed to be a 1000’ AGL at 3 miles and your sink rate should be 600-800 Ft/Min. But, after 5 years, they finally nailed me. I still had to sign my name to their training and sometimes if I just couldn’t pass someone on a check, I had no choice but to fail them. I usually busted about 3-5 crews a year and the resistance against me built. I finally failed an extremely incompetent crew and it turned out he was the a high-ranking captain who was the Chief Line Check pilot on the fleet I was teaching on. I found out on my next monthly trip home that KAL was not going to renew my Visa. The crew I failed was given another check and continued a fly while talking about how unfair Captain Brown was. Any of you Boeing glass-cockpit guys will know what I mean when I describe these events. I gave them a VOR approach with an 15 mile arc from the IAF. By the way, KAL dictated the profiles for all sessions and we just administered them. He requested two turns in holding at the IAF to get set up for the approach. When he finally got his nerve up, he requested “Radar Vectors” to final. He could have just said he was ready for the approach and I would have cleared him to the IAF and then “Cleared for the approach” and he could have selected “Exit Hold” and been on his way. He was already in LNAV/VNAV PATH. So, I gave him vectors to final with a 30 degree intercept. Of course, he failed to “Extend the FAF” and he couldn’t understand why it would not intercept the LNAV magenta line when he punched LNAV and VNAV. He made three approaches and missed approaches before he figured out that his active waypoint was “Hold at XYZ.” Every time he punched LNAV, it would try to go back to the IAF ... just like it was supposed to do. Since it was a check, I was not allowed (by their own rules) to offer him any help. That was just one of about half dozen major errors I documented in his UNSAT paperwork. He also failed to put in ANY aileron on takeoff with a 30-knot direct crosswind (again, the weather was dictated by KAL). This Asiana SFO accident makes me sick and while I am surprised there are not more, I expect that there will be many more of the same type accidents in the future unless some drastic steps are taken. They are already required to hire a certain percentage of expats to try to ingrain more flying expertise in them, but more likely, they will eventually be fired too. One of the best trainees I ever had was a Korean/American (he grew up and went to school in the USA) who flew C-141’s in the USAF. When he got out, he moved back to Korea and got hired by KAL. I met him when I gave him some training and a check on the B-737 and of course, he breezed through the training. I give him annual PCs for a few years and he was always a good pilot. Then, he got involved with trying to start a pilots union and when they tired to enforce some sort of duty rigs on international flights, he was fired after being arrested and JAILED! The Koreans are very very bright and smart so I was puzzled by their inability to fly an airplane well. They would show up on Day 1 of training (an hour before the scheduled briefing time, in a 3-piece suit, and shined shoes) with the entire contents of the FCOM and Flight Manual totally memorized. But, putting that information to actual use was many times impossible. Crosswind landings are also an unsolvable puzzle for most of them. I never did figure it out completely, but I think I did uncover a few clues. Here is my best guess. First off, their educational system emphasizes ROTE memorization from the first day of school as little kids. As you know, that is the lowest form of learning and they act like robots. They are also taught to NEVER challenge authority and in spite of the flight training heavily emphasizing CRM/CLR, it still exists either on the surface or very subtly. You just can’t change 3000 years of culture. The other thing that I think plays an important role is the fact that there is virtually NO civil aircraft flying in Korea. It’s actually illegal to own a Cessna-152 and just go learn to fly. Ultra-lights and Powered Hang Gliders are Ok. I guess they don’t trust the people to not start WW III by flying 35 miles north of Inchon into North Korea. But, they don’t get the kids who grew up flying (and thinking for themselves) and hanging around airports. They do recruit some kids from college and send then to the US or Australia and get them their tickets. Generally, I had better experience with them than with the ex-Military pilots. This was a surprise to me as I spent years as a Naval Aviator flying fighters after getting my private in light airplanes. I would get experienced F-4, F-5, F-15, and F-16 pilots who were actually terrible pilots if they had to hand fly the airplane. What a shock! Finally, I’ll get off my box and talk about the total flight hours they claim. I do accept that there are a few talented and free-thinking pilots that I met and trained in Korea. Some are still in contact and I consider them friends. They were a joy! But, they were few and far between and certainly not the norm. Actually, this is a worldwide problem involving automation and the auto-flight concept. Take one of these new first officers that got his ratings in the US or Australia and came to KAL or Asiana with 225 flight hours. After takeoff, in accordance with their SOP, he calls for the autopilot to be engaged at 250’ after takeoff. How much actual flight time is that? Hardly one minute. Then he might fly for hours on the autopilot and finally disengage it (MAYBE?) below 800’ after the gear was down, flaps extended and on airspeed (autothrottle). Then he might bring it in to land. Again, how much real “flight time” or real experience did he get. Minutes! Of course, on the 777 or 747, it’s the same only they get more inflated logbooks. So, when I hear that a 10,000 hour Korean captain was vectored in for a 17-mile final and cleared for a visual approach in CAVOK weather, it raises the hair on the back of my neck. Tom B

What did he speculate about, or am I missing something? Phil.