bushpilot

Definately (except for hang gliders - which are a/c, but generally dont fly into formal airfields). But having radios alone isnt enough; pilots have to use them properly. We had an instance recently at our local regional aerodrome where a Jab with pilot and student took off using all the correct protocols and a visitor was arriving at same time on wrong frequency.. Visitor did a straight in in the opposite direction to the active runway and the 2 a/c were heading on a collision course. Our pilot averted, but as he turned sharply away to avoid collision the separation was down to 200 - 300 metres. Scary.

I wonder about the definition of "risk". We all take a risk of one sort or another each time we get out of bed in the morning... It's all about degrees. So when I take off and land on my home strip - with lotsa gum trees on approach / takeoff, and no go-around option on account of the ridge behind, that is a risk; but it's calculated. Some might say it's unnecessary; they might think 'why doesnt he only fly from the local aerodrome?' Yet I consider myself risk adverse, so why do I do it? Well, I think it's a risk worth taking as it gives me the pleasure of flying from home. If we always seek risk-free options, then we would not venture anywhere or do anything. This is not to promote foolhardiness, its all about assessed and managed 'risk', taking account of all the factors and employing strategies to mitigate at least part of that risk...

I wonder if there is any difference between Jab in a hanger and Jab outside, overnight? I only seem to have a problem with cold starting when she is left outside.. (My hanger is only metal - no insulation..)

Thanks C/S.. I'll try it. The technique that works on mine is: full choke for 1 min; then open throttle to about 1700rpm; then close the choke.. As you say, I guess they are 'all' a bit different...

So C/S, I might try the technique on mine - but when do you apply the throttle - as you are 'briskly' pushing in the choke?

Is there general consensus on this point.. i.e. PIC should be right on the centreline irrespective of what side he/she is sitting on?

I see that the next Tecnam model is going be 'plastic'....

Our Aero club is considering sponsoring an RA-AUS training facility.. They have a GA a/c that is available for instruction and hire, but are now contemplating adding a Jabiru, to encourage new (younger) students into the club. We wonder if any school out there would have a spreadsheet covering the operating costs of running a 1 or 2 RA-AUS registered a/c school, including payments to instructors. (The a/c would be owned outright, rather than leased, but we still need to allow for depreciation and maintenance). If anyone can help, you might send the spreadsheet - or a simple listing of all relevant costs and your charge rates - to my regular email: [email protected] Thanks in advance. Chris

Silly suggestion I'm sure, but here goes: Could it relate to the nose-high attitude? Pulling fuel up the hill, or carby floats sticking, or whatever...

I thought about financing - and my Bank of Queenland manager (in Bowral NSW) said they were good on financing Jabiru, because of the name and retained value. I ended up buying outright, so never got to the stage of asking about the fine-print, interest rate, etc.

I have no idea of the authenticity of this report or the observations in it, but the whole issues is worrying nonetheless: Air France Accident: Smoking Gun Found A Brazilian Naval unit reportedly found the complete vertical fin/rudder assembly of the doomed aircraft floating some 30 miles from the main debris field. The search for the flight recorders goes on, but given the failure history of the vertical fins on A300-series aircraft, an analysis of its structure at the point of failure will likely yield the primary cause factor in the breakup of the aircraft, with the flight recorder data (if found) providing only secondary contributing phenomena. The fin-failure-leading-to-breakup sequence is strongly suggested in the attached (below) narrative report by George Larson, Editor emeritus of Smithsonian Air & Space Magazine. It's regrettable that these aircraft are permitted to continue in routine flight operations with this known structural defect. It appears that safety finishes last within Airbus Industries, behind national pride and economics. Hopefully, this accident will force the issue to be addressed, requiring at a minimum restricted operations of selected platforms, and grounding of some high-time aircraft until a re-engineered (strengthened) vertical fin/rudder attachment structure can be incorporated. Les --------------------------(George Larson's Report)--------------------- This is an account of a discussion I had recently with a maintenance Professional who salvages airliner airframes for a living. He has been at it for A while, dba BMI Salvage at Opa Locka Airport in Florida. In the process of stripping Parts, he sees things few others are able to see. His observations confirm prior Assessments of Airbus structural deficiencies within our flight test and aero Structures communities by those who have seen the closely held reports of A3XX-series Vertical fin failures. His observations: "I have scrapped just about every type of transport aircraft from A-310, A-320, B-747, 727, 737, 707, DC-3, 4, 6, 7, 8, 9, 10, MD-80, L-188, L1011 and various Martin, Convair and KC-97 aircraft. Over a hundred of them. Airbus products are the flimsiest and most poorly designed as far as airframe structure is concerned by an almost obsession to utilize Composite materials. I have one A310 vertical fin on the premises from a demonstration I just performed. It was pathetic to see the composite structure shatter as it Did, something a Boeing product will not do.The vertical fin along with the composite hinges on rudder and elevators Is the worst example of structural use of composites I have ever seen and I am Not surprised by the current pictures of rescue crews recovering the Complete Vertical fin and rudder assembly at some distance from the crash site. The Airbus line has a history of both multiple rudder losses and a vertical Fin and rudder separation from the airframe as was the case in New York with American Airlines. As an old non-radar equipped DC4 pilot who flew through many a thunderstorm In Africa along the equator, I am quite familiar with their ferocity. It is not Difficult to understand how such a storm might have stressed an aircraft Structure to failure at its weakest point, and especially so in the presence of Instrumentation problems. I replied with this: "I'm watching very carefully the orchestration of the inquiry by French officials and Airbus. I think I can smell a concerted effort to steer discussion away from structural issues and onto sensors, etc. Now Air France, at the behest of their pilots' union, is replacing all the air data sensors on the Airbus fleet, which creates a distraction and shifts the media's focus away from the real problem. It's difficult to delve into the structural issue without wading into the Boeing vs. Airbus swamp, where any observation is instantly tainted by its Origin. Americans noting any Airbus structural issues (A380 early failure Of wing in static test; loss of vertical surfaces in Canadian fleet prior to American Airlines A300, e.g.) will be attacked by the other side as partisan, biased, etc. " His follow-up: One gets a really unique insight into structural issues when one has first-hand experience in the dismantling process. I am an A&P (Engineer), FEJ and an ATP(Pilot) with 7000 flight hours and I was absolutely stunned, flabbergasted when I realized that the majority of internal airframe structural supports on the A 310 which appear to be aluminum are actually rolled composite material with aluminum rod ends. They shattered. Three years ago we had a storm come through, with gusts up to 60-70 kts., catching several A320s tied down on the line, out in the open. The A320 elevators and rudder hinges whose actuators had been removed shattered and the rudder and elevators came off. Upon closer inspection I realized that not only were the rear spars composite but so were the hinges. While Boeing also uses composite material in its airfoil structures, the actual attach fittings for the elevators, rudder, vertical and horizontal stabilizers are all of machined aluminum."

We need to be careful not to give too much encouragement to the 'turn back' response. And it is not just about height loss to teardrop (180o+), we have to also consider distance from / to the threshold. So at say 800' and assuming your 300' loss, will 500' get you home? The answer will vary with loading and conditions (rate of climb) on the day.

If I started writing to my wife like this she would think I had a new mistress... :hittinghead:

The ball centreing helps in flight - but what I dont like is the transfer when parked on uneven ground.. I sometimes take off with 70% or so on one side.. (according to the guages, at least)... as it takes ages for the tanks to re-balance.

Hey Motz. Why do you say?

Maybe she turned off the master switch accidently?: Michaud started the plane up, but decided not to try to fly it. "I don't know what happened to it, but I wasn't too sure about taking it up," Michaud said.

Yeh Homer, er Gomer, good stuff! And welcome to the Forum!

Nice website, Nezzie.. Jab looks very well fitted out. And reasonable training charge - for an "Airliner".. You seem to be targetting both Rec. Av. and GA pilots. What % of your students move on to PPL and beyond??

Says it all....

Geez, here are some 'blasts from the past' - me included. I was a comp. pilot for a HG manufacturer in Adelaide called "Free Flight" between 1974-78. We flew prototypes all over, including Stanwell (where my parents lived). I also know Ivan Lizarralde (I think this is the correct spelling). I sold him my nanolight, before upsizing to Airborne Redback, then later, Jab. As you say, he is a real character and great guy. He is also into enduro motorcycle riding. He visited me on our farm a couple of times before moving to Qld. Ozzie - were you the "Blue Stratos" dude??

Thanks Nezzie... Since I posted my Q to you, I have been called to Auckland the same weekend that I intended to be in Broken Hill.. So we have to defer to another time; but when that comes up, I will certainly contact you again. Does your school have a website? Rgds Chris

I have seen a few in the flesh, but not flown one. They look like a good, honest a/c, for those that prefer low wing, and deserve to sell well. Anyone that makes this sort of investment in Australian aviation (with such a small market) should be supported.

'Penis envy' is part of the problem. Some of the vocal knockers are wannabees. Others think 'imported is better'; a bit like the syndrome that sells BMW over Holden to some people. Then there is the fact that there are so many Jabs out there - and this leads to more discussion about faults or issues that emerge. When a/c numbers are low, 'issues' reporting is not of general interest, so often goes unreported or unread.

Hi Nezzie - and welcome to the forum. You will get a lot of value from being here... I'm planning a weekend to BH in June to meet family who will be holidaying there for a week. Can you advise where the best place to tie down for 2 nites is? Do you have rooms for your school on the airfield? If so I will stick my head in and say hello.. Thanks, Chris

BLAB2: It's a pointless point you make; the bottom line is Jab has gone up significantly less than the o/s competition.. Go check the pricing of a new Tecnam; sure it a currency thing, but that's even more reason to buy 'Made-in-OZ'. That's the point..