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David Isaac

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Everything posted by David Isaac

  1. David Isaac
    It is arguably the safest technique because once sitting on all three wheels she has no flying speed. A wheeler is more tricky because you put down on the mains at flying speed and you then have to maintain directional control with the tail flying and you have to decelerate which allows the tail to settle. Braking with the tail high and at the higher speed has its risks.
  2. David Isaac
    Its just me ol mate Turbzy in a bent mood of humour Richard. Funny thing was that following his suggestion I had this evil picture in my mind of a 747 doing a ground loop and all the hosties and contents of carts and toilets flying down the interior to be all plastered against the rear of the cabin ... stupid i know, comes from associating with too many maniacs ... LOL.
  3. David Isaac
    I think you will find the dust coming off the right wheel is the pilots attempt to stop the left yaw by using the brakes. The rudder is limp at this stage and is only applied late in the ground loop. There is substantial momentum occurring (quite a heavy machine) and you can see it increasing as the swing increases by the increased side load on the right wheel. This side load ultimately peeled the tyre off the rim. He attempted to turn off the runway waaaay too fast and that started a significant swing that he failed to arrest. I doubt he could have arrested the swing at that speed with the engine idling, he induced it by the turn at too high a speed. He should never have attempted a turn at any speed above taxi speed, he has engine idling with virtually no wash over the rudder so he should have kept it absolutely straight until he reached taxi speed and then applied power and turned the aircraft at taxi speed under power. If you haven't had the privilege of tail wheel flying you dont fully appreciate the weather-cocking effect of a CoG aft of the main wheels and once they start to go you need increasingly aggressive inputs to correct. I dont want my comments to be seen as criticising, just as observations. We can all make mistakes.
  4. David Isaac
    I know sweet pea, I knew you had sh!t loads of hours in the tail draggy thingies, so you now agree a momentary laps in concentration can make things exciting; and that is all Pottsy was saying. The thing is the Stearman pilot may have little TT. But in my case I got bit by the aircraft I was most familiar with and the most current, took me by surprise the little Citabria did. The C180 and 185 never surprised me ... but I was very aware they could and concentrated like hell when flying those magnificent machines. Now my old Auster ... well she is always full of bouncing surprises,but they are manageable.
  5. David Isaac
    Tubzy darling .... if so where was the rudder input to counter the yaw from possible brake lock up???? I should also say i feel sorry for him, but he got off pretty light really considering what could have happened.
  6. David Isaac
    If you all look at the video you will see his feet were asleep as she started to yaw ... There was no rudder input even after she was going. BTW, I think Potts is eminently more qualified on this subject than almost anyone on this forum ... Not that he needs me to defend him.
  7. David Isaac
    Well Majjy old son. You obviously haven't been bitten yet by a momentary lapse in concentration with all those tailwheel hours under your belt in that sweet little Lightwing. Unlike you I was bitten twice when I was the most current and cocky. As Potts said all it takes is a momentary lapse in concentration and they can really surprise you .. I know that from personal experience but was lucky enough not to damage anything other than my underwear.
  8. David Isaac
    I hate to disappoint you Mark, but CASA have added about 10 medical conditions to the Ausroads DL medical and I think you will find you will be disqualified from the CASA DL medical, but if you have all these things under control a Class 2 medical via a DAME is still possible.
  9. David Isaac
    Ahhh yes, such a gift with the English language Donny ... LOL
  10. David Isaac
    Col, I have a similar issue. If you have any issue passing a Class 2, there will be no way that you would get a CASA DL medical, that is pretty clear from the documentation. The CASA DL medical is a tick box medical and if there is any issue class 2 may be a way forward. The CASA DL medical is not as simple as many think, but time will tell.
  11. David Isaac
    time will tell Col. 'Most' is probably a generalisation that should not have been used in that sentence, but I am certain there will be a lot that will have no choice but to go the class 2 route when you read all the documents.
  12. David Isaac
    I'm agreeing with you ya old buzzard ... Who is watering anything down. All those things you mention white crosses etc are managing the risk. You also raise an interesting perspective about the reasonable man perspective in the Stevenson v Donohue case that I hadn't quite considered. However as you appear to agree managing the risk is the key and white crosses are a good example on a private airstrip. They then land entirely at their own risk.
  13. David Isaac
    Look Tubz is a good old bloke really the emphasis being old ... LOL. I know his intentions are to make us aware of the liabilities and risks because some on this forum just don't see potential liabilities at all. The way I see it is about managing the risks. It is physically impossible to eliminate all the risks of life and breath and walk at the same time. So manage the risks to the level that is possible to the point if things do go wrong and you are held accountable that you can successfully argue to the courts that you took reasonable steps to manage the risk. One of those steps would be to warn anyone who rang you to use your airstrip that Roos were a present danger and risk. And I would suggest that as long as your strip is just a paddock meeting the ALA dimensions as part of your rural stock property , there could not be a reasonable expectation to put a 3 metre perimeter fence up, otherwise you would be required to do the same on all you perimeter and driveway fences in case a roo jumped off your property onto the road or onto your driveway and a visitor got clobbered. So somewhere in this there has to be a 'reasonable man' perspective.
  14. David Isaac
    Well on that basis Tubz anyone who owns any this is Effed completely.
  15. David Isaac
    I missed out of that one Dave, yep almost as long as you, but just not quite ... LOL. I do vaguely recall my instructor saying that he wanted to do real LL, but there was no longer an approved area he could do it. But to be honest that memory is very vague.
  16. David Isaac
    I've hit and killed more roos than I care to remember in my old 80 series LC. After dodging countless numbers of them travelling across to Broken Hill via Wilcannia etc from the Coast and down to Port Lincoln I decided to fit plastic stick on Shoo Roos. I never hit another roo since ... But ... The trick is you have to wash the bugs out of them or they become less effective. You could actually watch roos on the side of the road move away off the road in the long range driving lights as you approached and in the day time the goats would all move away like a continuous wave from the side of the highway as you approached. So ... I bloody well know they worked and don't particularly give a toss what any academic says. BTW, cleaning the bugs out takes a real concerted effort, you can't do it by wiping a sponge over them. They are useless if full of squashed bugs.
  17. David Isaac
    No duty if the incoming pilot has not bothered to obtain permission first, and if they do seek permission all you need do is warn the incoming PIC about the roo and other risks or deny permission to use.
  18. David Isaac
    Absolutely some form of limited LL training should be part of the basic syllabus for PC and PPL. The safety argument is compelling. I remember we did what was called a LL segment in our early PPL training, but it was not really LL, it was a significant Nav segment at 500' gal. But it highlighted the difficulties of navigating long distance at 500'. We do at least two hours simulated Instrument flight for the PPL so why not several at real LL? We should be taught extensive LL ops around the precautionary approach and land aspect, but not going around at 500'; we should be taught all the precautionary techniques as we check not below 300' ( highest in valleys) for those bloody wires and do a real low level approach into a difficult field so there can be some real value I gained. The next challenge will be where will the approved LL training areas be and what red tape will The CASA put the training operation through for approval.
  19. David Isaac
    That sure is one very smart looking Cougar. There is a lot of interest in that Viking engine Jamie, we are all hoping you have no problems. It should be a good unit, if Honda reliability is any indication. It will just depend on how well it handles WOT applications over time.
  20. David Isaac
    I suppose sump oil capacity is small to keep weight down and that adds to the oil cooling problem.
  21. David Isaac
    Does anyone know if Camit have stayed with hydraulic lifters or have they gone back to solid lifters. Do they use a conventional cam lobe to lifter radius contact or roller followers?
  22. David Isaac
    I am actually surprised you can see much with all the oil that should be splashing about in the rocker covers. But if it is working correctly perhaps you can see four little splash contact points on the clear covers.
  23. David Isaac
    Thanks for your explanation Rick. I doubt I am hypersensitive in the sense of an engine bias as I don't own either type of engine in the debate. I own a good old 1930s Gipsy Major and they have known problems. But at least they are known and can be managed by a top overhaul every 400hrs or so. But I do like good constructive discussion on these issues. Usually the thread will self moderate and come good as it has in this case. Unfortunately we will always get the good with the not so good at times in any forum of this nature. Cheers.
  24. David Isaac
    Sorry you feel that way Rick, pity you didn't say that with your first post, because what you posted was indecipherable. How any reasonable person is supposed to understand what that was supposed to mean is beyond me. I am of the view that your reaction is hypersensitive, because there has been some excellent discussion in this thread. Why don't you go back and count the posts that you allege are " baiting, biting, bitching and nonsense" and compare the number you get with the productive posts. Or is it more the case of what I alleged in my Post #264.
  25. David Isaac
    I have been very critical of Jabs. apparent response to issues. But I really want this Australian company to be successful. They have a great tough robust little aircraft with issues around engines that are symptomatic of high operating temps. Some of the good 'rumours' indicate the high temps can be resolved. The engine must be fundamentally sound otherwise they would all fail, so I suspect the fixes are not that difficult and I am totally supportive of Ian Bents efforts to resolve the issues and I believe with his positive attitude he will succeed and reverse the brand damage to Jabiru. I eagerly wait to hear the good outcomes. The real shame of all this current development by Ian is that it did not occur years before to preserve the image of a great little brand called Jabiru. Personally, a simple direct drive flat 6 cylinder engine is a winner for many reasons. Why are my observations regarded as Jab bashing ... I want Jab to succeed. Are Jab owners all that precious that can't determine constructive criticism from biased bashing?
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