Jaba-who

Well that’s sort of true but not entirely. “Balance” means you are decreasing the vibration to as low as you can get it. (At whatever rpm) If the prop were perfectly “balanced” at zero ips then it would not change again no matter what the rpm. (Assuming that all other factors remain the same. Eg the engine doesn’t develop a harmonic resonance etc). But if there is a small vibration at a low rpm it is possible the vibration may change ( up or down) when you increase the rpm (usually it will increase). Two blades props are more resistant to this change if there is a component of lateral vibration. Three blades props have more risk. But the whole idea is that you can decrease the vibration to such a level at any rpm that you can then have any increase at other rpms being still within acceptable ranges. You can always measure it at each of representative rpms to see you have achieved it.

Ok. Been looking on the internet and found quite s lot about dynavibes. Seems people are pretty happy with them. The basic model seems to be about US$1500 from several sources ( including aircraft spruce who will have it at Oshkosh for me to pick up if I buy from them. I’ve had a look at the PB-4 Smartavionics website but have to say after buying or using a number of devices that link to computers and iPads etc I have been singularly unimpressed. ECGs, ultrasound probes, various microscopes and boroscopes. They all seem to be buggy and often don’t really work. So I’m loathe to get sucked in to another one.

Sure thing.

Getting back to the original question about dynamic balancer. I'm also in the market for one ( we have about 10 Jabirus in the local area so I reckon we could use one among the group. ) I'm going to Oshkosh next week and going to buy one. Not sure which model or brand - last time I was there 2014 there were about 3 or 4 manufacturers had models for sale with airshow specials but I didn't think I had the need to justify the cost but now we have a veritable jab colony it's a different story. so I'm hoping for the same or other manufacturers being there again.

I don’t know if it’s that cut and dry. The old station fly in was a “fly in” for a long time despite open invitation to the public including vintage car clubs, old tractor enthusiasts etc Then it was suddenly deemed an air show though I don’t think anything actually changed. They then shut it down ( rumour has it because of the increased restrictions etc by CASA:)and after a couple of years they started it up again and it still goes by the name of a fly in but it has flying displays.

Not so sure about that. It was never cheap. Remember that even though the costs were lower than today, wages were way lower too. Those got mentioned on another thread and someone quoted a cost for an hour flights under instruction from about 1974. When I went into a few of those “relative cost converter sites” that calculate out the comparative cost in today’s dollars they were essentially the same or higher in 1974 than today. ( varied ways of calculating with a range rather than a specific $ amount. But the cost was equivalent to from about $500 today. Biggest difference today is that people have lots more demands on their money. Everyone now has cars, big tvs, phones and computers and iPads. And life insurance and pays into super. All sorts of things we didn’t have in 1974.

Yep. Very true. I guess it may be the population thing. There’s a critical mass for most things in human endeavours. Above the critical mass it’s self sustaining, below it and it involutes. The USA certainly has very large numbers in aviation.

My own feeling ( having been to Oshkosh and other places in the back blocks of parts of the USA) is that aviation itself is very (I mean really really really) popular. Every town has an airport or airfield. A lot of significant sized towns have multiple airports. I guess part of this is due to population - 330 million people means if even the same % as here were pilots that is a huge number. And numbers count in everything - from having political clout to turning over the $ to make it viable. And when lots of people do it then lots of kids know someone who does it and are thus exposed to it and want to give it a go. Then, without wanting to sound like a -Yank-o-phile, we have a completely different culture here. Undeniably, Aviation is considered an elite activity. In the USA the aspirational outlook to do things and become elite is encouraged and seen as a positive thing. To be a pilot or an elite is admired and sought after. Here the opposite is largely true. Tall poppies are cut off and aspirations of eliteness are seen as a bad thing.

To play devils advocate: We have done a lot of succession planning here in FNQ and done a lot of directed advertising toward new young people ( including our SAAA chapter has an aircraft build project in conjunction with the aerospace course at a local high school. And now for the bad news. We have had almost no long term recruiting as a response. We have a couple of younger guys but they came under their own volition having not seen the advertising stuff. The rest of the membership remain the old guys and paradoxically our newest members are older than the average age of the rest of us. I think it’s a sad but reality situation that aviation is no longer the dream to today’s youth with an otherwise huge list of alternative options.

You need to keep an eye on the NQ aeroclub ( and Atherton Aero club ) websites. We have the spot landing comp in usually August or September at Atherton airport. Usually starts about 10 on the allotted Sunday followed by BBQ lunch and prize giving etc etc. everyone is welcome. Not too far to come up from Townsville.

It can be on private land. Yes there may be issues with public liability but generally as long as the strip and the facilities ( win socks, approaches etc) are Ok and comply with the CAAPs. But the problem is not when it’s a fly in. The problem is when there is enough happening that CASA deem it to be an air show. Then it’s got to have huge amounts of Organization. Almost to the point that it’s not worth the effort. That’s been the issue at the Old Station Fly In in the past. They actually stopped them for a few years because of the demands from CASA. Our aero club has spot landing comps, right hand seat circuit comps and an air race each year. They’ve never been stifled by the rules ( so far).

Out of curiosity I looked up one of the “what is $x worth now” calculators. And using 1975 as the comparitor year your $19.50 is actually now same as anywhere from $140 to $500. Depends on what comparison gets used. If you just use CPIs it’s low end. But if you use real world stuff like comparing wages and other stuff they called purchase power and other similar terms it’s at the top end. So in fact it may be comparatively cheaper today to hire an aircraft.

Download the maintenance manual from the jabiru website. There is a complete strip down of the engine section for doing overhauls etc. i Would have thought it would be in there. I havent got my copy with me it’s all up in the hangar but I would have thought it would be in there.

I went to a lecture by one of the team who extracted glacier girl at the 2014 Oshkosh. Was a very informative lecture and lots of great photos and videos etc. The thing I found most memorable was that the aircraft was basically ground to bits by the glacial movements. He said they recovered only one component in the entire aircraft that did not have damage from being ground along by the glacier. I forget the exact distance but I Think it was something like 200 metres or 200 ft laterally from where it had started and the movement took its toll on every part of the aircraft.

Is it? Im not saying it’s not. I don’t know yet. Haven’t read the act but it sounds like a negligence thing. If if it were strict liability there wouldn’t be an issue. The law would hold someone guilty and they would have been charged. Strict liability is a criminal law issue with a specific meaning. It basically means if an offence happens the person is guilty and will be punished without any resort to mitigation. Most aviation law is covered by strict liability. But this seems to be related to the tort of negligence because you are making a claim the owner or the insurer owes you a degree of duty of care. Which is all negligence tort ( civil law not criminal).

We are basically in agreement. Its just the fine detail about "good faith" that there's a bit of difference of opinion on. The decision as to whether something is done in good faith can/does include an element of ones level of knowledge or training. It assumes that the actions you take were done in an effort to do good, but if you stuff up along the way the expectation you'd know what was good and what was foolhardy would be dependant on your knowledge ( or training). If I were to go to assistance and render first aid I would be held at a vastly higher level of competence or knowledge than a layman. ( I'm a specialist anaesthetist and intensive care doctor with 5 years of rescue helicopter flight physician experience ) The same would apply ( but to a lower level) if you were say a first aid instructor over a first aid student over a laymen who has never done a first aid course. Each one being held to a different level of competence and that " good faith" would undoubtedly be judged differently for each of these people.

No nobody that’s not correct. KR has it correct. If you act responsibly at the level expected of the average person of your training then there are “Good Samaritan laws” that would be your defence if you caused a problem. (Which is not the same as saying you can’t be sued for it. You can, and while you might have the GS defence you might still be subjected to the stress and pain of being a defendant. ) Getting back to the Good Samaratin defence. It does not give you Carte Blanche to do anything. Even the article you quoted says this. It must be in good faith and the definition of good faith could easily be held to not apply if you decided to give a tracheostomy a go because now you had a chance to do it. But clearly this would also apply to less specific actions that included risk but you decided you’d have a go at it. Eg You could not elect to extract the victim with a backhoe or dynamite if doing so caused further injury and it was foreseeable that it would. And further as was suggested if you try a medical procedure that you were competent at then you would be expected to do it to a standard commensurate with your training. If you extended it beyond your expertise you are exposing yourself to a claim if you cause further harm. And yes in all states there is no requirement to actually assist ( except in the NT as stated) and except if you are a doctor where it’s the reverse. In all states there is a requirement for a doctor to act but again within the limits of your training. But most of this is hypothetical because it would be very hard to bring an action and as the article says none has ever been tried apparently. ( except against doctors and there has been at least one that I’m aware of)

Do they? To play devils advocate. If a professional rescue service who know what they are doing are available and an inexperienced person who doesn’t know what they are doing intervened and put them self in danger without the request of the owner. And the owner is not in a fit state to be responsible for the safety of the site of the accident since he is a victim - Does the owner/victim of the accident owe a duty of care to anyone who intervenes? if the owner is incapacitated and unable to contribute then I would suspect the law says they don’t owe anyone a duty of care. In fact it would probably be the reverse - the rescuer has a duty Of care to the victim to act in a manner which would not further endanger the victim and be expected to exercise care of the level of an average citizen undertaking the effort ( within the bounds of their knowledge and expertise).

Well it all sounds a bit fishy to me. If the pilot was gasping then he’s breathing doesn’t need cpr. If he had a heart beat and cardiac output to get enough cerebral blood flow to drive his respiratory centre he didn’t need CPR. But all all that aside. If no one puts a gun to your head and you electively chose to undertake a rescue then it should not be an expectation you’ll get paid for it. If you don’t take care of yourself while doing this elective undertaking can you really have an expectation that someone will have to recompense you? I have have some sympathy for him if he truly has suffered some injury but also see that extending some sort of recompense will open the floodgates. Next there will be calls for compensating people who merely witness the event and get PTSD.

Thanks for that. I’ll chase it up. How many cans did you need and did you do the entire engine bay or just the back half or so of the cowls?

Can you tell me what the shielding paint is ( name, where you got it from etc) ill give it it a go. I am about to do a complete instrument/dash reinstall and have got new MGL radios. So maybe I won’t need it with the new radios. But if I do I’ll give it a go.

Mine is not heavy. Consists of two lengths of aluminium tubing ( about 30 cm long) fixed to the inside of the dash housing under saddle clamps. And then two bits of tubing that telescope into them. These are fixed to a short bit of channel section aluminium that is pop riveted to the dash panel. The bolt joining them provides pivot action to tilt the panel. When pulled out there a couple of spring loaded pins that drop into holes to stop the moving tubes falling out the end of the static tubes. Total weight would be about 30 or 40 grams I’d guess.

Yeah. Makes it a hell of a lot easier. The trouble I’ve run into each time I’ve rewired my panel is that I’ve added more and more wires so have had to double up on colours and I still have a lot of plain white wires. (on my 4th panel in 12 years - every time I’ve added some new you-beaut device I’ve had to rewire the whole lot) ive found the other biggest useful thing is the computer printed label at each end of the wire under clear heat shrink.

And if the restrictions prove to be the same as RAMPC or more restrictive there may be no choice. Class 2 or nothing.

If you are having trouble with that it’s a distinct possibility that your endocrinologist May suggest going on a SGLT 2 inhibitor. The drug group I mentioned in an earlier post. These are drugs with chemical names that all end in “glifozin” The following drugs belong to the SGLT2 inhibitors class (trade name first, generic name in brackets): Forxiga (Dapagliflozin) Invokana (Canagliflozin) Jardiance (Empagliflozin) There appears to be major advances for decreasing end organ ( kidneys, blood vessel and eyes) damage from diabetes. So a positive major advance for most diabetics and well worth recommending in most situations. But they have been recently shown to have a higher risk of producing coma ( still not a great risk but some) especially in stressful situations ( and the blood sugar levels can be normal so can happen even when usual testing is normal. ) and perhaps moreso if the patient is also on insulin. This risk has recently resulted in advice that the drug should be stopped 3 days before major stressful events such as surgery. So here’s the problem. When Avmed catches up with this will they pull people’s medicals if they are put on glifozins in the grounds that flying is stressful? Who knows? But I guess I should keep quiet. If they don’t hear about them if past history is followed they may never learn about it. But if you are offered glfozins you have to think about all the ramifications both good and bad. Depends how much you want to risk taking on Avmed again.