bushpilot

I think this Avmet site is a brilliant service.. Dont know why the official Air Services site couldnt write the same software to spell it out. I showed it to a couple of experienced GA pilots recently and one said.. "That's fantastic; I have made a few errors in interpreting those forecasts over the years". But the other said, "....dont show that to any students as they need to learn to do the intepretation themselves". I guess that's true for studying and practising for BAK, MET and NAV exams, but it begs the question why we have to suffer such an archaic approach to passing critical information on to pilots in doing their flight planning. What do others out there think?

This is not an uncommon occurrence on Jabs. The school at Orange has had 2 of those "T" plates fail. I suspect it's more likely to happen if the pilot allows the brakes to judder when applying firmly; best to ease the pressure when that happens, then reapply.

Am I not getting a point you are making? Are you sure about the 120 MTOW ... I thought it was 500kgs? Cheers Jack It could well be; my info is based on what Ive been told, not what I know.. But in all cases check the flight manual, as same model aircraft can vary in certification; especially if buying a used aircraft.

I have a HTC Desire; they are OK, but iPhone is much easier to use - especially one-handed - and more intuitive. Next G is a must if you operate outside of the city or in an aircraft. I have a student in Cobar and most weeks I fly Bathurst, Cobar, Dubbo, Bathurst (6 hours in J230, including his lesson) and get reception nearly all the way..

With latest clarification from RAAus it seems that the earlier advice (above) was incorrect. Just because an aircraft is LSA doesn't necessarily mean its MTOW is 600Kg, it means it is under that number. To find the approved and certified MTOW - look in the POH (flight Manual) for each aircraft. For Jabirus, it seems that the J160 is 544kgs MTOW in any category and LSA versions of J170 are 600kgs; same with J230. The J120, regardless of category, is 430 kg - same as the old ST models. If in doubt check with Jamie at Jabiru.

And consider this recent advice from RAAus: "There are 3 different versions of the J170. The first two are: An ultralight up to J170C but the later Cs were different. The early Cs and below had a MTOW of 544Kg. The late model Cs and the Ds were LSA so their MTOW is 600kg. Lastly there is an amateur kit version with a MTOW of 544Kg So if the aircraft is a LSA (it has a Certificate of Airworthiness in LSA) the MTOW is 600kg. The rest are 455kg. This also applies to the 160 and 120."

To add to the MTOW confusion, consider this recent advice from RAAus: "There are 3 different versions of the J170. The first two are: An ultralight up to J170C but the later Cs were different. The early Cs and below had a MTOW of 544Kg. The late model Cs and the Ds were LSA so their MTOW is 600kg. Lastly there is an amateur kit version with a MTOW of 544Kg So if the aircraft is a LSA (it has a Certificate of Airworthiness in LSA) the MTOW is 600kg. The rest are 455kg. This also applies to the 160 and 120."

I guess it's a case of what's appropriate for the circumstances. On our main strip one end is not visible from the other - and aircraft landing or rolling cannot see an aircraft entering (or exiting) the runway. Cheers Chris

I've wondered about this from the point of view of starting a cold motor. My 2200 fires instantly on even very cold mornings, so I'm thinking the oil pressure is going to take awhile to build. Anyone got a view on cranking with mags off before igniting her?

Hey Steve - It was a great day indeed; good tucker as well! Thanks for taking the time to post the photos.. Cheers Chris

"When operating at, or in the vicinity of, a non-towered (non-controlled) aerodrome, it is expected that all pilots would make the following minimum positional broadcasts:</PARAGRAPH> Taxiing </POINT> Entering runway </POINT> Inbound 10 NM or earlier </POINT> Joining the circuit </POINT> Carrying out a straight-in approach </POINT> Joining base </POINT> In the vicinity of the aerodrome. " How about 'rolling on runway xx' and 'clear of all runways'?? You'd think they would be fundamental to good airmanship.. Chris

Hi Jason, Are there any makes of power harnesses sold in OZ these days? The only OZ manufacturer went out of business some years ago; driven out by insurance costs I think..

I dont agree that the old adage "you only get what you pay for" applies here. If you take a Brumby with a Jabiru engine fitted as OEM, how can that represent better value than a Jab with the same Jab engine? The cost of "downside" in Jabiru airframe is nil compared to its competition. And Jabs have proven to have unbeatable retained values. ps I have done 300+ hours in Jabs and have just ordered my second Jab. (But I'm not an agent..)

push rod oil feed to rocker gear In fact the new system is in production on both the 2.2 and 3.3.

A Few photos It's real difficult to get overview photos - as everything is so spread out at Temora.. But here are a couple: Me and my steed + a few a/c shots.. I'm sure others will have better ones..

Already been to Temora today - for the FTFs meeting. Flew back to Bathurst tonight and taking others back down there tomorrow and Saturday. It is huge! The facilities are just great and the organisation superb - and weather perfect: 25oC and near nil wind. C U there!!

Cant beat owning your own to get really committed to completing the ticket to fly: First, I bought a hang glider - then learnt to fly it Then, I bought a Piper Colt (GA a/c) and got a PPL Then, I bought an Airborne trike and got my RAAus 2-axis licence Then, I bought my current Jab160 and got my RAAus 3-axis licence.. (My wife says: thank goodness jets are heaps expensive.. ;-) As well as the motivation from ownership, you save a lot of $$s in having to only pay for an instructors time.. Cheers,

Hey OME = Any update on this engine???

Has anyone heard about the 'major' changes made to latest build 2200 engines? One delivered to a customer here in Bathurst last week looks quite different to any we have seen before: For instance oil feed lines to top of heads are not there any more - and he has been told all oil feed is now internal in the heads....

Having Jab do servicing still gives no guarantee of QA: One of our local guys had his rings replaced by Jab recently and the mechanic cross threaded 2 of the 4 grub screws in the heads. Result - Flew back home and enroute (landing for a break) noticed oil pouring out everywhere....

Jab rim wanted Great idea... Anyone know where there are some used Jab rims???

Update on 10plys We now have the 10plys on our 230 and will shortly fit to our 160.. No problems with them at all; we run them at 25psi. Further to the detailed installation instructions from Jack (above) we found a couple of tricks with no press available to us: We assembled the wheels loosely with a bit of air in the tube, and because there is no way that the through bolts are going to reach, we used 2 extra long bolts of the same diameter. Used those to pull the 2 rim halves together, then put 2 of the 4 standard bolts in; then remove the 2 long bolts and stuck in the other 2 standard bolts. The other advantage of this is you are pulling the 2 rims together slowly with the 2 long bolts, so can easily check for tube protrusions as you go. Also, to ensure the spats didnt rub on the 230, we sanded the bottom edges of each spat back a bit - where they roll under on the bottom edge. Job done. :thumb_up: Chris www.centralwestflying.com

Good thoughts. We looked at doing lessons with several people - say first 10 hours, but figured we wanted someone to go right through and get their licence, who would then become an ambassador for the school. But that idea still has merit and we may try it at a later time. As for the multiple TIFs, if you have a look at the application form - at www.centralwestflying.com - we are offering all applicants a TIF at the normal $70. This way we weed out those that might otherwise not take the selection process serious enough. So there is a good chance that some of those that do the TIF, but miss out on the scholarship, will go on.. Time will tell how effective the overall strategy is.. Cheers, Chris

Thanks for the comments folks... We launched the scholarship last week with radio 'community service announcements' (free) and already have had 60 or so enquiries. So will be great profile for our school and Rec. Aviation generally..