Old Guy

We had some pretty strong winds last week in Melbourne - many large gum trees down, power outages etc. The media reported gusts of 124km/hr (~67 knots).

 

Our local airfield (Lilydale) has many GA aircraft on tiedowns (including a few ligher ones like C150's, Tomahawk etc), but no RAAus registered aircraft on tiedowns that I have ever noticed... even "cheap" Jabirus are all in (expensive-to-rent) hangers. I have seen a couple of older Jabiru J120's on tiedowns and covered up at Coldstream a few km's away, curious to know how they faired in the recent storms.

 

Has anyone had good experiences keeping RAAus registered aircraft outdoors in windy locales?

Reality bites eh. i fly a storch muster and had a very severe wind storm event when parked up at my home field overnight while i was away the aircraft was wheel chocked and tied down into wind. The pilots who were present at the time were not game to try and relocate her because of the conditions. On arrival next morning i found her standding on tippy toes with the landing gear legs at almost full extension as when flying, the chocks (one piece fwd and aft ) were to each side of the wheels which had lifted gradually up and inboard. While counting myself very lucky at the time. On reviewing what happened i am convinced that your assesment of the aircrafts attitude being held under the stall angle of attack is the real reason it survived without damage. Ps their were no other aircraft tied down at that time,

cheers Mick

I was weathered in January with bushfire smoke and then heavy rain. With flooding forcast my Jab 120 had to be parked on high ground in a exposed position. The flood did go through at about 5 feet but the aircraft was several feet above that.

I used 2 x pegs for the wing and tail points (star posts) in clay with a 30 degree spread using nylon ropes pulled taught. Brakes on full nose down trim.

2 storms went through over several days with continuous high winds and both had maximum recorded gusts gusts of 60+ knots. The aircraft was parked tail into the wind and did not move at all.

Much to my relief.

I had prepared myself for disaster but it all held tight.

Some good information given above.

I would also recoment using nylon rope of the correct strength. Nylon ropes have some give and stretch properties that avoid shock loads and last well in UV light.

The Jabiru manual JTM001-9 details 100hry Control System Inspection at 5:13.

Lubrication requirments are detailed at 5:14.

No mention is made of lubricating flap and aileron pivots.

When I attended a Jabiru maintenance course, several years ago now, I pretty sure I recall being told not to lubricate these pivots.

So that is what I do. I just keep them clean.

Mention was made of not overtightening the flap pivots. These are secured with nylock nots and should be tightened so that the bolt and nut can be turned freely during the preflight inspection.

Well that is what the designer says

I just came across a report published by the Mornington Penisular Shire Council in July 2017 called the Tyabb Airfield Precinct Plan.

Among other things it details the approvals and conditions that the Airfield is operating under from 1965 to 2017.

So I am not sure what the fuss is about.

file:///C:/Users/John/Downloads/171707psc_att_21_1.pdf

To me it reads like the approvals are documentented and well established.

What additive has Jabiru recommended?

 

Does Camgard contain zinc?

Ring them up and ask. After all, they designed, built and tested the motor.

 Why do you say IF AT ALL. ?   The change appears to have been around 2006 in AUSTRALIA.. and I worked as a full time airline pilot for 25 years. and always used Affirmative  Never  Yes, Roger,,  Over or Out.  Plenty of Australian pilots operate internationally. Nev

I was working as a flying instructor at the time and it was understood that the change was made to avoid confusion with the word "negative" when receiving difficult to understand radio transmissions.

I think it was an ICAO change at the time.

HI, as mentioned in earlier posts, you should be spending some time with an Instructor who will analise your flying and help you get it right.

If you want to, go to a different instructor for some revision. Some times a different style will make something more understandable.

I just checked my a recent logbook summery and found I have time on 29 dirrerent types of aircraft. Obviously they will all handle differently but the basics are the same.

It seems to me that you may be "overthinking" it.

This is how I do it.

As others have already said, in the circuit, my eyes are outside the cockpit. I use Airspeed and Altimiter to monitor my performance.

Remember the "basics". Attitude controls airspeed and Power controls rate of descent (or climb).

As I turn base I go for my approach speed, if I have the correct approach speed, during the approach I will get a good landing.

I monitor Altimiter while on base to help me find the appropriate power setting. I aim for the magic 500ft but but am not too concerned if I am high. I do not want to be low.

I was taught that after tuning final, to imagine the windscreen as a picture frame. Your intended landing point should not be moving up or down.

Use attitude to hold your approach speed and power to adjust your rate of descent. All I am looking at now is airspeed ( I actually check Altitude at around 300ft). Too slow is dangerous, too fast means a bounce or prolonged float.

My eyes are outside looking at the Picture 90% of the time with glances to Airspeed.

Trim makes it easier to hold the controls. I have only had 1 session of circuits in a Jab, so I am no expert here, but I found I did not have to play with the trim very much in the circuit. Your instructor is best here.

Some aircraft are difficult to land unless the trim is correctly set, I have only flown 3 RA types and none of them were trim critical.

Remember the basics. If the picture is still in your frame, you have it nailed. If it is moving down, you are overshooting. Reduce power and lower the nose to maintain the desired airspeed.

If it is moving up, you are undershooting. Add power and adjust attitude to maintain your desired airspeed.

Once I cross the fence my eyes are outside only working on the flair, crosswind adjustment and hold off.

Remember every landing is different. Different weight, different wind, and you may have traffic forcing you to fly wider or slower than you normally would.

I am no substitute for your instructor, but I hope my thoughts will help you get it!

Can anyone on this forum tell me whether Zenair Australia really exists and if it does, how the hell does one contact them?As I've previously posted, I bent my CH701 and now need to order some airframe parts. Over the last two months I have emailed them twice, left a voice message once and a text message, all of which have gone unanswered.

I'd obviously prefer to order in Australia rather than direct from the USA but am beginning to think that I may have to do that!

Does Zenair Australia actualy exist?

I want to start building an aircraft and want to know if there is an Australian distributor or if I have to import myself.

There is a web sight that purports to be a business........ But is it?

I have tried to contact Allan Bartom for two weeks.

I am about to spend a LOT of money...... who amI supposed to deal with?

If no one answers the phone, what am I supposed to think?

Do I feel confident to send a deposit to a business that shows a mobile phone and a post office address, where no one answers inquiries?

I don't know....?

An ASIC search says the Business name Zenair Australia was cancelled on 19/05/2008.

IS this incorrect? Please let me know.

WHO am I supposed to deal with to buy a ZENITH Aircraft?

Very much a newbie here.

Looking to build a Zenith 750 STOL

Lots to learn about....

Charles

Greenwell Point, NSW