Jaba-who

I guess you are sending a mixed message of: ““worry” but if you haven’t smoked then “don’t worry” “ But as I said that is not what the science tells us. The statistics say “worry” and if you also smoke “worry more!” Which is moving the "worry spectrum" up an order of magnitude. Sure there are lots of people who have had exposure and are not apparently affected. Some get lucky but given the long lag time before symptoms etc then really no one is ever past the time of possible emergence of the disease. Longest time frame of any of my patients I’ve treated is 45 years from exposure to mesothelioma. So Still a case of worry but as your age gets closer to something else getting you first then yep you can stop worrying so much. Comparison to prostate cancer is probably not valid. If you don’t have any known exposure to asbestos your risk of mesothelioma is so close its almost zero. And If you do there is no known lifestyle pattern that can decrease your risk ( not smoking etc only keeps at from not rising but nothing makes it go down. You just gotta hope you’ve got lucky. If you are male and you live past about 60 your risk of prostate cancer starts about 1:7 (14%) and by age over 80 your risk of prostate cancer is ~100%. No exposure to any known carcinogen necessary. (?though there are some that increase the risk - good ol’ smoking is in this list plus bad genes and a few other things) . Unlike mesothelioma and asbestos exposure There is a demonstrable preventative for prostate cancer. Ejaculate more than 21 times a month, every month, and the risk is decreased by 30%. If you get mesothelioma there is no treatment shown to work and the prognosis is dead in less than a year. If you get prostate cancer there are multiple treatments that have good success rates ( including doing nothing for some patients - hence the quandary as to what treatment to recommend ) though of course some people do still succumb to it. All in all mesothelioma is a bad, bad thing to get.

When we bought it, it didn’t. It was wired up for generator power and 12 volt. But it didn’t take long to be obvious that for a hangar that had weekend accomodation, two jabs with basically a full maintenance workshop we needed 240 volt mains power. The hangar had a junction box/meter box bolted outside to the wall. It just needed a sparkie to come do it. Cost about $1500 to connect up and bring some of the internal wiring up to specs. Best $1500 we spent.

Possibly/ probably/maybe. Depends a lot on the size of the dust particles and the content of the dust.

Unfortunately you are mistaken and there is about 60 years worth of medical data to disagree with you. The basic facts are: If you are exposed to INHALED asbestos you are at signidficant increased risk of 1: pulmonary fibrosis - scaring and tightening of the lung tissue with decreased capacity of the lungs to absorb oxygen. This in itself is a NON-malignant disease though may serve as the starting ground for lung cancer ( NOT so much mesothelioma usually but the commoner squamous cell and less common adenocarcinoma type lung cancer. If you smoke as well the incidence of this type of cancer goes up dramatically. But non smokers with asbestosis have a high incidence of these cancers as well. 2: pleural plaques. - these are thickening of the outer surface of the lungs often cause no direct problems themselves. Often present but not known about until coincidentally picked up on screening X-rays. But they may be the fertile starting ground for mesothelioma. The effect of smoking on the causation or presence is knot fully understood but They are often present in non smokers. 3: Mesothelioma. Probably one of the highest mortality cancers we can get. They arise in outer surface/lining of the lungs and some authorities have suggested they always arise in plaques - plaques don't have to be very thick to be a breeding ground and may not be picked on X-rays. Big and obvious ones are more cause for concerns. They are resistant to pretty much all treatments. The incidence is high in non-smokers with known exposure to asbestos but is higher in smokers. Overall it's like buying tickets in the lottery. If you want to win you gotta buy a ticket ( if you want to get mesothelioma you gotta inhale some asbestos) But you can win with just a single ticket or you can increase your chances and buy lots of tickets. If you want to really increase your chances even more you buy lots of tickets and you buy those games with the powerball already picked for certain etc. ( ie inhale asbestos and smoke. ) Just as you can buy lots of tickets, buy the high chance games and play a system and still not win, some lucky people can inhale lots of asbestos, smoke, get pleural plaques and still manage to evade the mesothelioma. But just cos one person does it doesn't mean the rest of the world can do the same and hope to get away with it. And time does not give any indication as to whether you'll get away with it either. The P50 [years] ( that is the number of years it takes from exposure to mesothelioma to appear in 50% of the population thus exposed ) appears to be about 15 -30 years. which means some people will take even longer and some sooner. So it's always a long wait to say you've dodged the bullet.

Or move to Queensland. Everyone in Queensland is covered, paid for by a tariff on our electricity bills. ( a bit annoying in some regards - I personally pay for one lot on my home electricity bill, pay a second time on the electricity bill for my hangar ( which I'm at for a few hours once a fortnight and contribute a small amount as my share of the electricity bill at my business ( though I share that with my partners so it's really bugger-all). And also have private health insurance which is australia wide and pays some into your own states ambulance fund which also then covers you for ambulance care while interstate. So as a consequence I personally pay about four times. But on balance I guess I don't notice it and people who can't afford it ( or wouldn't pay it) don't then end up with unpaid bills for ambulance care. The reason the current system happened here was the ambulance service was going broke with unpaid bills by our large vagrant, itinerant, tourist and indigenous population.

Re: accreditation to maintain aircraft you have not built SAAA made noises about trying to get CASA to do something similar in about 2008 or 9 and it was squashed very rapidly. ( As a result we have lost a few members who found it just too expensive and too hard to continue with LAME maintanence) Re: CASA jobs depending on our presence. Nope not all. As long as they have commercial airlines the rest of us are an annoyance whose crashes bring light to the fact they have not made the skies safe. If they get rid of us the skies are empty and safe and they can concentrate on rewriting the rules every week for the airlines.

Well maybe but maybe not. This is a case of you have to know your environment. In many cases there is no area frequency reception below fairly low altitudes but you may have have people operating on CTAF that are in contact. in my area it's fairly hilly and there's lots of shadows with no area contact at all BUT there's three regional airports with good CTAF and ALL of them have repeater facility that gets retransmitted on all other CTAF airports AND the area controller gets the repeater traffic. So in our case you should NOT transmit on area but transmit in CTAF. A clear case of know your local networks.

The C150s tend to need lots of corrosion and fatigue maintenance and rectification. Plus they usually have an old engine with an old prop etc. Our aero club has a fleet of C150s and they are very costly on maintenance and the maintenance hours are a function of their age. But to play devils advocate the little jab they had was always in the fix-it shop too. But that's not always the case. I think that was that particular aircraft.

I’m not sure that’s true. The Sokol pictured earlier clearly must have the c of g behind the mains otherwise it would be sitting bum up, nose down, prop kissing the tarmac. But seems everyone has been happy to say its not a taildragger.

Interesting question. And if not; how far back on a fuselage would you have to go before the requirement kicks in?

The one at Oshkosh is usually a few of the guys who did the most recent Valdez comp in Alaska. They usually do a display rather than a full competition. I can’t remember if they used the same rules at Oshkosh though. In Valdez they combine the take off roll AND the landing roll. So the 28 ft you quote if it was at Valdez at least was something like about 20 ft take off roll and 8 ft landing roll. Making it even more impressive.

Well I’ve joined the ranks of Jetstar haters. Had a flight booked ( since October last year) for 6pm cairns to Sydney today to fly out overseas tomorrow. Got an sms at about 1 pm. Your flight is cancelled due to staffing requirements. And a smug sounding email basically saying they have alternate flights - till you follow the links to find all the flights are for the next day and all arrive Sydney after my connecting flight has left. A hurried and stressed time on the internet (and assuming there will be a full plane of people doing exactly the same as me) I got Virgin flights at about same time as the cancelled Jetstar - but at cost three times the Jetstar ones. ($1500 for two adults one way economy).

Jethro Belle. I suspect they have selected Cirrus separately because they have a BRS ( parachute system) and no other standard GA aircraft do. This would mean that potentially they have a safer profile.

Depends on the rpm it generates. As the prop starts from zero rpm and spins faster it begins to act as a flat disc rather than a thin blade. A stopped blade actually carries less resistance than does a spinning blade. And of course a feathered stopped blade carriesveven less resistance. Most aircraft engines/props will free wheel and when they free wheel will often be of sufficient rpm to generate so much drag they will slow down the aircraft glide. The gain in allowing freewheeling of course is that the engine can be started by diving. Not so a jab. The prop stops and apparently they can’t be restarted by diving. The compression is too high to allow the prop to turn. Apparently ( I have never been game to) but apparently if you pull a jabiru back to idle ( about 850 rpm) and get settled at best speed glide then shut the engine off ( and change nothing else) the prop stops and it speeds up by about 5 - 10 knots.

We are going way off topic for the thread - sorry about that. But you’re giving examples of things that apply to some aircraft but don’t apply to this aircraft and saying because of these things therefore it won’t work. When clearly it does work and clearly the factors you’ve quoted we’re tested for and the trials showed they don’t exist or don’t exist at the levels you’ve asserted. I admit I haven’t flown in one, only looked at it on the ground. I can only go by the data, the published article already quoted and the information given to me by the designers and pilots who have flown it. The facts stated by these are: The aircraft climbs on one engine The aircraft does not have a bigger tail The engines are barely off centreline ( on small canards attached to the nose) and the asymmetric characteristics are quoted in the article as very benign. There is about 250 kg usable weight after full fuel. Engine out characteristics are a minimal discernible increase in drag on the dead engine side. The prop stops dead when engine fails and do not ever windmill. Effect on drag is therefore reported as minimal. The published test data is pretty much in direct contradiction to your assertions. I can’t say anything more than that.

That’s just extrapolating from ancient history and completely incomparable engines and aircraft. The jab will climb on one engine. ( South African trials showed a 100 ft per minute climb with two up and 70 kg under MTOW. at ( I think it was 2000 ft but can’t recall for sure) but yes a slow descent at high altitude of 50 nm per 2000 ft (?whatever that relates to in ft per minute) The jab engine stops windmilling when it stops. Essentially No extra drag from a stopped engine. No need to feather. Max usable cargo weight with full fuel is 250 ish kg. So yep not a lot of weight to play with. But that’s as much as many two seat aircraft.

I doubt she could work out altitude or descent rate from that set but I’d suspect she would feel obliged to examine it carefully just in case!

I've been to bundy and looked at the twin they have there and pushed Stiffy and Jamie about when they'll be selling the conversion kits etc. but seems they have been having trouble with vibrations and they aren't selling them....yet. But I'm pretty keen to go that way.

Can't legally install external cameras etc even temporarily on a certified without STC etc so I'd have to assume you need one for this device. But I'd be quite keen to get one on my experimental Jabiru as a backup and also for the copilot to be able to use it instead of looking across. My better half is happy to use steam gauges but reckons she hates the glass cockpit clutter of the Dynon. She'd rather look at a six pack in front of her, especially on landing. This would be pretty handy. I looked at ilevil in 2014 but after reading reviews that bagged it quite a bit I didn't go with it. If this one gets better reviews I'd look at getting one.

So does the balance master for a jabiru bolt to the engine or to the prop/spinner?

Kyle. Do you know if the balance master will bolt straight onto jabiru props or will the spinner need modification?

When I changed from a wooden prop to a composite one I was beset with lots of new vibrations ( and the stress of not knowing if I was feeling what I thought I was etc). that came and went and eventually I worked out that different winds especially when quartering from the right give me momentary vibrations and then they disappear.

Yep. Your right. I didn't mean to imply it could be balanced at multiple rpms. But rather, balance it at one and then just check what it as at different rpms and decide if you are happy with the level at those others. I'm interested in the concept of the balancemaster if it can allow for changes across rpm ranges though.

On a Jab where would you mount the light emitter? Does it mean you have to fly it without the cowl?