facthunter

green light.

The irish must be smarter than that. They're everywhere so they are getting results in that area. ( Don't they cop it though ?) ...Nev

Having the Balls.

The point is that these lines were provided with balls and listed in ERSA and still got run into. Would there be a further way to highlight the danger?. Nev

reading plugs.

Heavens Geoff, reading plugs has NOTHING to do with what the threads look like. It is the colour of the INSULATORS. What are they teaching you these days???

Getting this in Context.

When I made the "less than one hand" statement. THAT relates to my modern-times observations.

I started and soloed on Chipmunks and got endorsed on the Tiger moth immediately.

EVERYONE who flew the tiger sideslipped it. That is how you flew the plane..

When the Cessna's and Piper Cherokee's came along they had flaps ( the cessna's were very effective ). and the idea (practice) of sideslipping became "passe". It's still relevant to one method of crosswind landing.( there is NO ONE method for me, it is a combination but...)

Aerobatic pilots do it . IF your aircraft has a long nose ALA Spitfire or like replica, you may do it to have some view forward till during the flare.( when you only see out the sides)

Frank has described it well. It requires you to KNOW ABSOLUTELY what you (and the plane) are doing. Done at the right speed it doesn't stress the planes structure either. Nev

sideslipping.

I'm happy to get the views of others. I'd like Frank to contribute as he brought the topic up. Perhaps if I were to mention some of the common faults as I see them.

A lot of people do not find them comfortable and are not impressed with the manoeuver when I demonstrate it.

Faults.

Doing it too fast. The plane does get more stressed and the big rate of descent is not achieved. Particularly the descent ANGLE.

Not enough wing down. The manoeuver becomes an ugly skid. Some pilots do not take the power off fully.

Control of the airspeed during the slip. This is essential if the exercise is to be safe. (Done in the normal way ,with elevator).

Combine the slip with a turn. This is the real McCoy.

Use the x-wind to supplement the slip direction, when appropriate.

Recovery should be smooth and very controlled especially if you do it to flare height. Don't slip to low heights till you are VERY competant. If you are too fast at the point of "straightening up". the plane will balloon and you will float more than necessary and you will lose the point of doing the slip which is to do a controlled approach over obstacles to land in the shortest distance ( lowest safe speed.).

This is done from recollection and not from any reference, so it is my thoughts and we can start from there. Nev

2-stroke turning with ignition off.

The engine will build up a bit of internal "wetness'. This is a bit like flooding it. You may need a fair bit of throttle to bring it back to life. It will also cool internally, as the fuel is eveporating to a certain extent but with no heat added due to burning and the wet fuel washes off some of the oil. If you want to get an idea how much cooling is involved spray a bit of fuel through a spray gun onto your skin and feel it. You will get a muffler full of combustible fuel/gas too that may rupture when the engine fires up and ignites it.

On the subject of sideslipping Frank, I reckon I could count on one hand the number of pilots who I have seen do it right.. I don't think it is taught or used much... Pity.. I am an old sideslipper totally I don't much care whether the plane has flaps or not and I always tend to fly minimum sized circuits almost to the point of cramping it a bit. In the Citabria, which I now don't own anymore, it was pretty much part of any normal approach to slip at some point during the approach, particularly turning onto final. ..... Nev

Glide speed.

For some of you lightweight fellows those speeds might work, but if you get the drifter ( And I have only flown the SB, Strutted), with a couple of largish people on board, you will get a pretty high sink rate with the engine on slow idle or stopped and you need more speed than you might expect, for several reasons.

1. you are nose heavy and the elevator is less effective.

2. you are descending at a fast sink rate so you need a bit of extra to arrest the sink rate and flare.

3. In any kind of headwind you are coming at a steep approach angle and if anything should be advised, I would suggest that you stay in a position where you think you are overshooting. As Frank says you can get rid of height by sideslipping and another way is to dive the plane at a faster speed than normal. The plane is pretty draggy and comes down like a brick and the bit of excess speed is washed off pretty easily during the flare.. You cannot stretch the glide. The temptation to do it is strong. Nev

Radio Fail procedures.

You can put comm messages over the ident frequency of some navaids in radio fail situations near airports in control areas. This might have been discontinued. Some ATC person may clarify..Nev

no aileron?

Does the Scout rely on pendulum and dihedral and only use rudder? The Pou de Ciel (flying Flea), turns like that. Nev

extension lead.

Especially with aerobatics. Adds a new meaning to getting involved with powerlines. New form of flying. I could become absolutely wrapped in it... Nev

Shutting Engine down.

I agree with Crezzi. I don't believe it is permitted except for the purposes of demonstration with a CFI. That is the ONLY time I have done them and that prior to doing an air restart (windmilling prop). I would not recommend attempting an air restart (In flight restart) without a starter motor. You would not guarantee a narrow blade prop doing much and with a geared engine, even less likely. The CAO's, CAR's over ride and supplement RAAus manual.

I am sure that powered gliders would be separately treated. Would be a bit silly otherwise. The renouned skywriter Fred Hoinville was killed in one at Goulburn on T/O in the 50's?. THEY have been around for a long time. Nev

You are there because your instructor had done the essentials.

You pulled it off and good on you. As I said earlier you wouldn't have been cleared to do this trip if Rob hadn't been happy with your progress. It is a big responsibility to be on your own but as someone who has put people in that situation many times I am sure that your instructor was relieved when you came back confirning his judgement.. Nev

Engine availability.

There would be similar engines for go- carts by Yamaha, Comet, etc with the power required. The cri-cri that I had a good look at had a lot of fatigue cracks at the bases of the engine pylons.( not surprising) with a single cylinder engine on the other end. These planes have too high a stall speed and wing loading to fit any category in RAAus.and multi engine is only available at very low AUW under our rules. I can understand it having a lot of appeal and it is supposed to be able to fly on one engine. Nev

rego details.

With the generally restrictive situation that exists regarding privacy, I am surprised that the GA records are SO available. You cannot do it with a motor vehicle so whether you agree with it one way ot the other there should be some consistency. Nev

Comment.

Agree with Burbles .You don't feel part of it. There is a lot of untapped knowledge out there that doesn't appear to be used or welcomed. Groups could be formed to research matters and provide a report back to HO. Survey your MEMBERS then you can represent them better. I think we have tried to get BIG regardless.

ALL like organisatons should be under one umbrella and ensure that we are not working against each other. The maximum amount of autonomy should be available so the essential operational differences are preserved. Simple planes stay that way and the complex ones are given more oversight. User pays so you don't pay for somebody's extra work.

The management of most organisations would have something to fear by getting together, because their little kingdoms might be threatened. TOO bad...

ALL that matters is that the PILOTS get a good deal. That is what it is about. Get OFF the back of people who want to fly for fun. By the same token don't allow a FEW cowboys to jeopardise our future, (as they have).

Re Tizzard his style is a bit cryptic, but we are all different. His background is very adequate for the job he is in. Nev.

Max Power.

Checked it out 97 HP. This is a fairly conventional engine and at 2.6 litres should not be too overstressed The Jab is 85 HP at 2200 cc. so pretty similar specific power output...Nev

Fuel Consumption

Yes there is no way that you would achieve 8 litres/ hour. If you are using about 75Hp in cruise. What is the engines Max for T/O.? Nev

Opinions.

It's OK to have an opinion but... Honestly you don't know what is in the job till you do it yourself. I have quite a few friends who train pilots all over the world and here, in simulators. I get to discuss these matters with them , frequently. We used to think our standard was, if not the best, then very close to it and there were good reasons for that. We had a healthy GA industry and the Airlines spent a lot of money on recurrent training and many endorsements.

Today the pilots are supposed to get the endorsements themselves and sometimes have a bit of trouble even getting a Tax deduction for them.

There used to be some pretty variable standards around the globe, but the "Planemakers" in some cases required extra training by some airlines before they would sell them the planes. Today they are closer in standard than in the past, but with cost pressures due to fierce competition, there are times when corners are cut and airlines have fuel, rostering and Maintenance practices/ policies that put pressure on safety.

Sometimes the relationship between management and the pilots is not good. Management today is commerce trained and not sourced from pilot ranks. Senior management would rarely if ever visit the maintenance facilities of most airlines and pilot training and maintenance costs are resented more than understood. There can be a lot of pressure exerted to get the plane back on the line and sometimes that means unserviceabilities are carried for extended periods. In theory these are carried at the PIC's discretion but if you don't carry them you get a DCM. (Don't Come Monday). Not always an easy job. Nev

Fast turboprops.

Years ago the common propulsion unit for large Russian planes was a turboprop with the blades DESIGNED to RUN supersonic. High speed props have to have some very clever auto-coarsening and pitch locking features. When a prop fails it tends to go to fine pitch and then you have massive drag and an overspeeding problem. REALLY dangerous. Nev

Flip side.

Someone else's loss is our gain. Nev

reason for Google or such.

The WAC charts are used at the planning stage, to give you track and distance but they are not optimum for en-route use for many reasons, including lacking detail. I have found google earth a big help It is almost as if you have been there before. Don't forget that the "pathfinder" aircraft leading the bomber squadrons used photo recce pictures to find their way, same thing almost. Nev

Differences.

I really don't know Rob, why the different outcomes. There are a lot of variables when you consider the installation possibility, but most of the engines are installed in Jabiru's own airframe. You would think that doing circuits is a lot harder on engines than doing cross-countrys. I'm a little skeptical as to whether running these things flat out is the answer. The only thing THAT is supposed to affect is bore glazing. Most engines would stick to the manufacturers recommended oils. Some suffer from rusting of the cylinders internally when left unused for a longish period and not inhibited, as any steel cylinders would, but most of the failures are not related to that.

I have been working on engines all my life, and years ago when this sort of thing surfaced, I thought there would be "Blueprinted" engine solution to this. I do not believe that to be the case. I have a few theories but I certainly am not going to air them on this forum. IF someone is doing a bit of work/investigation I am happy to discuss anything with them confidentially. Some engines that are serviced by people that have a fair bit of experience with them seem to run well and they don't appear to be indulging in "snake oil" type of work, or witchcraft. The servicing seminars that I have been to are OK if some are a bit uninspiring and the best emphasise attention to the head bolts (doing it properly). The Jabbachat stuff is good and to the point. From some of the questions that appear on this forum I wonder if all Jab owners refer to the data on that site, because they should. Normally to make an adverse comment about Jabiru almost brings the "wrath of God" down upon the commentator. That's loyalty I suppose. The company seem to support the product pretty well and they have little control of how it is used. I would make the comment that some of the failures of the "certified" engines ,( Like continental) are from poor servicing and old age predominantly. Nev

Inertia

The use of this term "Inertia", in characterising the RAAus type of aeroplane, has probably caused lots of confusion. If you approach your analysis of flying using an "energy" concept, you might get your mind around what is affecting you in another way.

There are two principle forms of energy that relates to flying. ( forget the engine)

1. Potential energy (energy of position ). eg Height in an aeroplane because you have had to overcome the force of gravity for a distance (vertical), and you can recover that energy. (As you do when gliding/descending).

2. Kinetic energy, which is energy due to your mass and the speed you are travelling at KE= Mass x Velocity squared. The KE relates to the velocity change, in any consideration of it.

Would someone like to take it from here? Nev

The message.

You should carry the day by force of logic and argument, not by FORCE. There is unfortunately a thing called indoctrination based on misinformation where people are not allowed to get the truth. Many see freedom as a bad thing. Hate and mistrust are fostered and "away we go again". If I taught my kids to just "turn the other cheek", would they just become an easy conquest? I have seen plenty of situations where "Good guys come last". ( At least they can look at themselves in the mirror.) Nev

Working out Currency Values

If we were good at this we shouldn't be typing to each other on keyboards. We would ALL be millionaires. There is the element of risk with the success of this motor, and the marketing/ business plan and cashflow of the company. There have been plenty of other examples eg. Porsche ,Thielert. that went down. Time sorts them out.

There is a difficulty in getting finance for any commercial project all over the world. Deposits ahead of delivery are one way of getting this money and the discount is the incentive. Do you get my drift? Nev