Jaba-who

Ah nope. valley and mountain flying principles are you fly on the downwind side of the valley, 1/3 of the way up the slope. that’s where the least lethal turbulence is. if you fly on the right and that’s the upwind side in the rolling turbulence of strong winds you might be slammed into the ground and dead before you get to the end of the valley.

What’s really annoying is the “no-lockdown” brigade talking and acting like there is a no lockdown option. everyone has to realise there’s are only two options and they both involve lockdowns. 1. lockdowns and control spread before the deaths and overrunning of health services happen or 2. Lockdown after we have lost control and the deaths have happened and the health system can’t cope. At the moment there are NO other options.

Yep. Figures in most developing countries are suspect. Reporting, diagnosis and cause of deaths are mostly inaccurate. China is an odd one to know how true it’s figures are. It’s highly likely they are purposely underreported for political reasons rather than true diagnostic reporting issues.

Excess infection and death rate continued across summer and winter. Other Scandinavian countries are same cold but their death rate was 3-8 times less.

Yow! jumped quite a bit from when I last looked at the figures. so basically if you run the deaths per population and compare Sweden to Australia they had 37.5 times the death rate of Australia. Pretty scary way to work out the herd immunity by natural infection isn’t a good approach.

This is the problem with statistics. Sweden only had about 9000 deaths so in that list given above they were dropped right off the bottom somewhere. so the unknowing would look at it suggest the did well with the strategy. The truth is a bit different. But Sweden only has a small population ( I forget what but about 10 million seems to stick in my mind) anyway the point being that the death rate in Sweden ended up being about 3 times that of the nearest Scandinavian/Northern European country. And not only that. They were one of the first European countries to run out of hospital & ICU beds, ventilators and hospital staff.

Yep. I saw a list of “normal” life risks that are more than the risk of AZ related clot formation. Extensive list of things that no one takes a second thought at doing. Risk of clots is way greater if you are female and take the pill. Driving in city traffic was not far off it but no one worries about that.

That’s what the medical community has been saying since the beginning. The political masters are the ones who have countered that advice with stuff like “there has to be an international airport nearby, there has to be a major hospital nearby, the hotels have to be near the final destination for the majority of travellers”. All patently rubbish but good for votes and to placate the noisy masses. The idea of non-connected open air single donga style was floated and proved by the Darwin model yet pollies made endless concessions and pretences that the CBD system would work despite the obvious flaws.

If I recall the reason is it was actually not a breach of the rules. It was a media beat up made worse if I recall because one of the party either had a low level ( false ) positive test result or a positive for past infection but not active or infectious positive test. If I recall they had actually entered into southern Queensland before the border closure and had spent time in southern Queensland before coming up here to Cairns. The media quite happily said nothing about that but made out they came directly to Cairns. The details only came out during the investigation but was not announced in the media more than a cursory comment in the local newspaper.

I think this is an overreaction. Removing the radios will then limit your access to many airfields. So it’s throwing the baby out with the bath water. There are a myriad of (“legal”) reasons why a pilot will not hear a specific radio call even while listening diligently from terrain shielding to other stations transmitting at the same time to high cockpit workload at the time and probably heaps more. The legislation doesn’t say you must hear the call it says you must monitor the frequency. There’s a world of difference.

I’m digging through the depths of my memory but could be wrong but I was thinking that once the nuts and bolts are engaged (by the use of the Jack or by a compressing clamp like I have) then it’s just the number of turns of the nut that controls the depth of the rubber compression.

Interesting. Mine is easy. Has adequate clearance to do it without tools or trouble. But my mates is same as yours. He just can’t get it off without ( I think) dropping the whole carby off the engine. I’ve often wondered if one of us has it done wrong. (His of course!!😆😆) wondered if the rubber engine mounts could be compressed up just a bit more or less and give just a few mm forward movement of the engine. Can’t remember which way would make a difference.

True but…… real life example from a few years ago. A pilot was spending more than $2000 per year every for all the CASA required medicals, tests etc etc they deemed he had to have every year. So he said bugger it I’m gonna fly anyway so he did and he got to 6 years of flying before he got sprung. CASA took him to court and he got fined $6000. He was happy he got 6 years flying for half the price. As far as I know he stopped then anyway because he felt his flying days were over anyway. In an odd sort of way everyone ended up happy!

You might be surprised by the number who fly around everywhere(not just over their own properties) without a licence. And probably not be surprised at the number who have the licence but fly without a medical

I agree. If it were me I would done as you suggest.

I disagree. Adequate Cross wind training doesn’t stop you ever having a cross wind landing accident ( speaking from experience). All it takes is things being a bit different to the conditions in the days of training and even small deficiencies that would never be called inadequate training can rear up and bite you. Mine was lots of Cross wind training at normal airfields but on the day to land at an airport which has rows of trees alongside the runway with the threshold being in a hollow creating rolling turbulence as well as cross wind, and a wind sock only at the far end of the runway out in the open which always shows a completely different wind to what’s at the threshold. All very different to a training airport. The logic of saying training was clearly deficient because an accident occurred is that all training is thus deficient if any aircraft has a crash which they do all the time. Careful with that that’s feeding right into CASA closing us all down.

I clearly agree that he was inexperienced and that inexperience got the better of him. but also feel that there’s a lot of jealousy and “that’ll teach you to be rich!!” in amongst the commentary. Personally I think the discussion should revolve around the aviation issues. so he has the money and decides to buy his dream plane at the beginning of his flying life. That’s not unreasonable, many many pilots buy the best they can afford at the beginning which for most happens to be a 40 year old Cessna. Low hour pilots ding up their ol’ 152s and none of us calls them arrogant or questions the fact they can afford a plane, of any sort, over their neighbour who can’t afford a new car. Remembering that if a Cessna driver has a ding all the non pilots in society say exactly the same about us - rich arrogant b@&$“@d deserve everything they get!! I’ve been a bit stunned at the level of venom thrown at him on forums from fellow pilots. Also stunned at the ridiculous inferences piled on top of him for other facets in his flight. His aircraft was uninsured - that was enough to have some claim he should have his licence taken off him! He flew part of the flight legally and safely above 10,000 feet on oxygen. That Obviously made him a total idiot, according to some apparently. He didn’t attend the factory training program at the factory but was trained at his home field by an instructor who HAD done it. That apparently means he’s an an arrogant fool. Im a bit saddened but don’t really expect more. The saying is that “Pilots eat their young!”

And now to add some actual discussion of the facts rather than bashing people because they have money. I have read another commentary that says of the small number of M600s built ( if I recall it’s less than a hundred built about 10 % have had runway excursions in crosswind landings some with pilots with thousands of hours. Apparently the linkage of the nose wheel is such that in a strong crosswind performing a crossed controls crosswind technique landing ( ie. wings into the wind and Rudder DOWNWIND) the nose wheel is linked to turn the same direction as the rudder will take the aircraft. No surprise there it’s a common set up. However, the M600 apparently has a greater angle of the wheel than many other aircraft. When aircraft touches down using cross controls technique unless you are into it quickly the wheels are lined up to take you off the runway in the downwind side. So required technique is when mains are on the ground keep the nose off and then with immaculate precision judge the dynamic situation of applying opposite rudder to counter the effect of the wind without the balance of the ailerons. Apparently a really tricky feat in that aircraft. he apparently transitioned from C172s where the nose wheel doesn’t have this effect at all.

There are also similar ones in the main wing tank outlets. At least in mine which is a 2006 model J430. I remember installing them in the tanks when I built it. So all up there’s at least three.

Finger strainers are standard in Jabs

Yes indeed. One of my flying mates tells the story of his dear ol’ Dad who was still flying at age 82, took off from somewhere in Victoria or maybe Bass Strait ( I forget where now) anyway got set up on autopilot and then dozed off. Managed to fly into controlled airspace across Melbourne, airlines diverted everywhere while he did, woke up over Tullamarine airport, “oops sorry guys, can I have vectors for Moorabbin (or maybe Essendon). I don’t know what happened to him legally or if he stopped flying after that. but point is it happens every now and then.

Nope. They selected engine types specifically to decrease the incidence and Included only engines “comparable to the Jabiru “ as it was used to justify the restrictions placed on Janiru.

Rotax engine failure rate is 1.5 per 10000 hours flight time ( or so ATSB/CASA stated in their report from a few years ago). Why have you narrowed it down to fuel?

This is now the second accident/incident I’m aware of where three people were on board an RAAus aircraft. There was a guy a couple of years ago had wife and a child onboard and crashed. Was discussed at length on this forum. Wonder what happened to him about that?

Sorry mate but I don’t follow what this has to do with the topic. Can you explain? FAR Part 103 is about Ultralights (but not ultralights as found in Australia) real ultralights of less than a few hundred pounds empty weight. Includes powered parachutes and some powered hang gliders. But can also include really true tiny fixed wings made of “rag and sticks.” No training requirements or licensing. Very restrictive capabilities and flying activities. Nothing like it exists in Australia. Not sure what this has to do with Class E, with EAA or FAA-CASA comparisons.