jcruffle
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Everything posted by jcruffle
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You're right, Brent, the take-off is no problem. But if you're looking for an aircraft that can land comfortably on a short strip over trees (requiring anything but a flat approach), there are others around that can do it better. The Jab's flaps are not really "draggy" and the approach is pretty flat, I have found compared to other types. It can be done, but it is not really happy. John
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Mine cruises at around 124 knots (TAS) at 2850 RPM for a fuel burn or approx 23-24 Litres per hour. The big attraction of the 230 is the carrying capacity and touring speed. They are not a short field performer. John
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What sort of TAS are you talking, Brent (and what power setting)??? John
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I'd like to check this out, but mine went straight in the bin. I can't recall seeing such a waste of money for some time. Can you fill me in, Drifter. John
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[quote=Maj My own 912s in the Lightwing which has just come out of a 400 hrly, purveyed me across over 600 NM of mongrel snake and Dingo country without a murmor, as only a good 912 can. (That'll stir up the Jab drivers !) How many razor blades did you need, Ross?? They tell me that you have aged somewhat since you started the trip. John:clap:
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Mitsubishi Zero - Yamata Museum, Hiroshima
jcruffle replied to turboplanner's topic in AUS/NZ General Discussion
Hey Ross, you're nearly old enough to remember them operational, aren't you....? JR -
Don't bet on it, Peter. Your understanding is pretty good in a practical sense. I reckon the second sentence could be proven with maths or pure aerodynamics by someone really up to speed with the theoretical side. In the meantime, stick with your present understanding. In the case of wing shape (camber) and angle of attack, I maintain that they both have an impact on the amount of lift generated along with air density, speed etc. It doesn't matter which theory of lift you subscribe to, they all play their part. John
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Thanks to you all (except the good Maj.) I really thought there was something online from RAAus besides the book. Sounds like fun!! John
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I have been trying to find where you can access information relating to the Human Factors study / exam on line. I have checked the RAAUS website, but can't fine anything. I believe a pass will be necessary in the future and would be keen to find out more. John
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912 Engine mounting kit for Jabiru.
jcruffle replied to gofastclint's topic in AUS/NZ General Discussion
Hey, Maj. Ross, how about a Jab powered Lightwing?? That's if the airframe could handle the pace.... See you at the Club. John -
Thanks, guys, I look forward to the challenge. John
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I really love our Oz wildlife, but when a couple of roos get in to the hangar and break off your transponder antenna, one gets a little peeved!! Has anyone replaced one on a factory built J230D?? Everything seems to be hidden in the centre console. I am keen to hear of any previous experience, perhaps from builders. John
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Thanks, Bruce. It sure is a great little tool. John
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Yarthy, I don't think it is the macros. If you wish to enter your endurance in the fuel calculations, it comes up with a message that the cell is protected. If you try to un-protect it, it askes for a password. John
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Harthy, this sure is handy! What is the pasword to un-protect the cells to add endurance etc?? John
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Bruce, I'm told that these washers are available commercially. Are you aware where? The one supplied with the VDO instrument is 14mm (the spark plug is 12mm and therefore not a good fit). I would be good to access a 12mm or even a 13mm washer. John
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foilding walking stick recomendations
jcruffle replied to gofastclint's topic in AUS/NZ General Discussion
I've seen them at chemists - not that dear. They are segmented with an elasticised cord running down the centre: you stretch them and collapse them.... if that makes sense. -
Fantastic!! What a workout... in more ways than one. John
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Yes. From the next lesson on, he was always on the lookout for a good forced landing area should the worst happen. That's not being paranoid, just good airmanship. Also, practice makes perfect. John
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I had a catastrophic engine failure in a VERY early Jab years ago. The engine had almost reached full life and the plane had been used for training (this was a training flight and the student's first lesson.) I had partial power for a minute or so until a connecting rod failed and that put an end to it: oil everywhere and a very still fan. I was over some paddocks and completed a successful forced landing. The engine was changed the next day and I flew it out. The important thing in my opinion is to not waste time in planning your approach. Get onto a downwind quick. You are then in familiar territory. Speed is vital. You need the best glide and not too fast over the fence - you need to get on the ground at your aiming point; not float over it. I was at 1500 feet so I had plenty of time. Low flying cuts your options big time. Oh and the student came back next week. John
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I've been told that the people standing on the wings weren't passengers. They were lawyers who had parachuted in soon after the event!!! ;)
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Has anybody experienced a faulty CHT gauge? Mine has only recently begun to display irregular and illogical behaviour. Even with a slightly warm engine well after a flight, it indicated 175 degrees today even though I could handle the spark plug with comfort. I disconnected the sender and it still read approx 125 degrees. No. 6 rear plug looks fine. Oil temp and pressures are fine. The CHT readings in climb and cruise at 2850 RPM are way high. After commencing descent at 2600 RPM and 120 knots, the CHT rose. Up to now the temps have been good. I have a J230 factory built approx 90 hours. Am I missing something?? John
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Can an RAA aircraft lodge a flight plan?
jcruffle replied to Ferris's topic in AUS/NZ General Discussion
I regularly submit flight notification. It certainly speeds up clearances. As Jeff C said, you will be requested by NAIPS to re-submit your plan because it will not recognise your callsign the first time. The aircraft type can be accessed on the CASA site. John -
I found that the antenna leads for the VHF and Transponder were cable-tied together behind the dash. We separated these and ran them away from each other. We also moved the transponder to the right so that the blank was between it and the VHF. So far so good. The noise has all but gone. John