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About Yenn

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  • Birthday 16/03/1936


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  1. It is not in the airport building, because the owners of the airport are only interested in what brings in money to them.
  2. The Jab 2200 pre 4 is perfectly good for the Corby. The 1600 was just OK, but a bit short on power on hot days.
  3. Motor vehicle advice does not apply here. One of the causes of two stroke failures was getting the CHT up and taking off. The barrels expanded slower than the pistons and as soon as you reduced power the piston could seize or possibly just leave aluminium coating the bore. I have seen pistons with tear marks down the full depth. I have also seen a seized piston which moved OK when the plane was recovered and sitting nice and cool in the hangar.
  4. 303 degrees seems a bit wrong to me. The starting heading would be something less than 270 deg. and it would change as the flight progressed, I doubt that it would reach 303 deg even for the last leg.
  5. Supposedly you cannot fail a BFR, but a friend of mine did. He was flying an RAAus seaplane which has a retractable undercarriage. Doing the BFR, with the instructor on board, he landed wheels up on a grass strip. He was not failed by the instructor, who advised him he had passed. A few weeks later RAAus must have learnt about the landing and told him he had not passed a BFR and therefore he was not allowed to fly. I think the instructor has a pretty spotty record, but have never flown with him.
  6. Having been a passenger on Indonesian internal airline flights I would consider anything possible.
  7. A forced landing from cruise starts differently from a forced landing from low level. I would treat it as an engine failure, if it is an engine problem. Of course if you have some other malfunction which requires you to land ASAP it is a forced landing, but I am assuming here that was not your aim. First thing is to find out what has gone wrong and usually you will have info on that in the POH. I wrote my own POH and it goes along the lines of:- Check fuel on. Of course it is on, you were cruising. Pitch for best glide speed. Start a turn towards best country for forced lan
  8. When the prop stops on the roll out you could have difficulty handling a strong cross wind unless you have good brakes. I speak from personal and recent experience.
  9. I don't know what you mean by "use your shoulder" but I always adjust the start of my turn from downwind according to the wind direction. A strong cross wind will either extend my downwind if it is going to be a tailwind on base, or reduce my downwind if it will be a headwind on base. If I am going like a rocket on downwind I will start the turn early, so that I don't undershoot.
  10. I think the advice pmcarthy was given is good.use the rudder on short final, but also use the ailerons to keep the ball in the centre, unless you want it elsewhere due to slipping. One thing I have found is that a long gliding turn to final is better for visibility purposes that straight legs with sharp turns. The plane is easier to see during a turn because the wing is inclined. I once met someone doing a right circuit in a slightly slower plane than mine. I hadn't seen him in the circuit, because I was not expecting a plane there. I saw him when he was about 200m ahead of me and at right ang
  11. Great fun and dangerous. Not for the novice pilot. He must be well aware of how the wind is blowing to be able to allow for it when he must be flying by reference to the ground.
  12. No radio calls, I wonder if there is any reporting equipment back to base with flight performance and engine info. Could this be a re run of a previous crash, that was never found?
  13. Two things stand out from this discussion. We seem to be unaware that no single control works the way it seems. By that I mean that the ailerons do not cause a turn and the application of power does not cause a climb. There has to be some other control input at the same time, except maybe when we have no power. The other thing is that the "downwind turn" or whatever you like to call it is still alive and well. When we fly, we are flying in a parcel of air that is probably moving. All our inputs affect the planes location in that parcel of air. One of the big problems which causes the stal
  14. Many years ago I needed extra fuel for a long trip. Not a jab, but what I did was carry a 20l container in the fuse with a fuel line from the fuel tank breather to the bottom of the container plus a vent line from the container to a vent point outside. That meant that at start up fuel was drawn from the container through the fuel tank and used. The vent to the container acted to vent the main tank when the fuel emptied from the container. It just needed a spevial cap for the container with the two fuel lines. It worked well with oniy a small amount of fuel left in the container.
  15. jackc. Where do you fly out of. Not Rocky I guess with an Aeropup It is probably 6 years since i last flew into Rocky.
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