DrDexter1975

The J160is definately more sensitive in the ground roll than the LSA... keep the weight off the nose wheel with stick back throughout the ground roll.

 

 

OK this is my (slightly off topic) brain teaser given such a good opportunity!

How can a car travelling at 100kph be stationary at the same time?

 

 

A car is travelling down a perfectly horizontal road at 100 kph. The car has a perfectly vertical windscreen relative to the road surface and direction of travel.

 

 

Coming the other way on an exactly reciprocal heading is a fly travelling also at 100 kph (This is a high speed fly with a go faster stripe!)

 

 

The fly collides in the centre of the windscreen and (obviously) gives way. Its remains begin going back down a reciprocal to its original track.

 

 

OK for something to change path by exactly 180 degrees it has to first stop to change direction. If the fly was stationary at the point of reversal then what it was in contact with (the windscreen and by definition the rest of the car) had to also be stationary. Yet the car is travelling at 100 kph!

 

 

Why is this so?

 

 

Warning there is a bit of physics in this and also perceptions – I have had many people who cannot refute the logic but refuse to accept it.

 

 

Another quick one on perceptions:

 

 

We have a perfectly spheroid planet. The upper hemisphere is entirely land mass up to exactly the equator. The lower half is all water.

 

 

Is the northern hemisphere an island (land totally surrounded by water) or is the lower hemisphere a lake (Water entirely surrounded by land)?

 

 

T.

Sounds like the fly had a 100kph headwind - making the car stationary relative to the air movement.

 

 

Ummm...Bigglesworth

 

The conveyer simply matches the speed of the wheels - it simply won't be going fast enough to do any damage once the aircraft rotates and leaves the belt at 60ish kts!!!????

 

Sorry Mate - the theory doesn't beat this puzzle.

 

 

Hi Yenn - the gist of the oil level advice was to keep the oil level at the bottom level mark of the dipstick. More oil than that would cause a greater temp.

 

 

feel sorry for any poor bastard trying t get $40k for a used "original" LSA Jab!

 

PS - That website is a damn embarrassment for this proud Jab driver!

 

 

Sain - love your post....nice to read about someone else that lives, breathes and SLEEPS aviation! :)

 

 

Ian I'm definately interested in a J160 - looking forward to the details!

 

Unfortunately eModelAirplanes didnt have any pictures of of a scale Jabiru - just the real thing...if they have actually made one - why not show the model???

 

 

Does anyone know if it (and where!) is possible to buy a scale model of the J160?

 

Would be great to have a small version of my favourite flying machine on my desk!

 

 

Paul - Sounds like you are saying you would switch straight to area freq after leaving a CTAF?

 

I fly from a CTAF airfield, and have been trained to switch to and monitor multicom once I have left our local area.

 

Does anyone think there could be a justification for monitoring only multicom on a X Country above 3000?

 

 

Struth...was only talkin' about flight above 5000ft which actually IS allowed under the current RA-Aus regime anyway...noone said anything about "Controlled Airspace, Higher Weights, Large Airports, Night VFR and IFR"

 

Agreed - if you want those things NOW - you can get them all (and more!) in GA. All we're talking about here is an extra little bit of height for an extra bit of safety - again, this is allowed in RA-Aus - this thread is about what situations can justify the flight above 5000.

 

 

Was chatting with a coupla pilots today about what freq to use outside of CTAF areas for X country trips...

 

Now, to date my X Country experience consists of relatively short Navex's and I've always used Multicom outside of CTAF areas.

 

I always thought it was correct (when flying above 3000ft) to use the appropriate area (ATS) Freq - my colleagues said "nup - stay on multicom". Infact they used multicom exclusively on a return trip to Bundaberg (from Adelaide).

 

Can anyone help me out - do you use Multicom or the area ATS freq? Obviously you would use ATS if you were utilising a service like Flight following or similar...but what if you werent utilising flight following?

 

Cheers.

 

 

With respect to my seniors - grumpy old man alert for the last post!!!!

 

 

OK - so lets say on a particular flight I am cruising above 5000ft - are there any special radio procedures I have to follow at this height?

 

 

Thanks Matt. Thats what I wanted to hear. ;)

 

 

Hope this is the right forum for this query...

 

I am aware of the maximum operating altitude of 5000ft for RAAUS a/c. Operation manual states that (as well as a couple of other requirements) this altitude may be exceeded if neccessary for safe flight (words to that effect)

 

I can understand situations where it would be absolutely, without a shadow of a doubt neccesary to exceed 5000 ft (eg - terrain at 4000ft!), but what about a siuation like the following:

 

Tracking 090 therefore crusing altitude of odd +500 ft - allows for crusing altitude of 1500 and 3500 ft. If I am flying over terrain that, while not tiger country, is a bit hilly and not 100% forced landing friendly. Spot heights around 1500 ft.

 

In this situation I would feel much more comfortable flying at say 5500 or 7500 - although I guess it could be argued that it might not fit within the requirements of "the rules"

 

Is there a right answer here? What would you do?

 

I have heard at least one person say that the 5000ft height restriction was the "old" rules and not relevant any more...

 

Thanks in advance...

 

PS - Go easy on me - Still on double digit flying hours here!

 

 

Hi Glenn - sorry to hear about your aircraft...

 

Was it an EFATO situation?

 

 

Heh, heh , heh - I've been vindicated!!!!!!!!

 

The new J160 at our cub has been fitted with wing root fuel guages AND an LED indicator on the panel.... Say bye bye to the old J160's "spirit level" fuel indicators!

 

 

thanks for your input guys - you've made a good point about not trusting ANY fuel guage....I guess this is something that'll be reinforced once I start my cross-country endoresement.

 

Still - it's a crap fuel guage in the J160 - but I LOVE the aircraft!

 

 

thanks Peter - it's nice to know it's not just me :)

 

Surely it wouldn't have been THAT hard/expensive for them to put a "proper" fuel guage in the Jab?

 

 

Just started flying a beatiful newJ160 in the last month or so, and the fuel "guage" has me stumped...how do you get an accurate reading from the indicators at each wing root?

 

Even when I kept the wingslevel it was still bloody hard to accurately read the fuel level. The slightest roll movement changes the indicated fuel level.

 

In my final circuit, I was quite certain one tank was totally empty (uneven feeding), but when I landed - it still had (from memory) 20 litres!

 

Anyone have some advice for a new J160 pilot on how to read the fuel level?