nong

Hey Darky This post is a shocker. Fair dinkum mate, get yourself a new instructor...and fast. Communication with your instructor has broken down or you wouldn't be posting here! This is your instructors fault!!! Your instructor is sitting on his XXXX when he should be with you to point out the pushrod linkage to the nose wheel and the ramifications thereof. Has he pointed out the three drain points? Has he shown you how water settles to the bottom of the fuel sampler and discussed the weight of AVGAS vs water? Has he shown you how to check for compressions? What about the care needed with perspex/Lexan windscreen cleaning? AND much much more. This bloke sounds like a bum. Do yourself a favour. Cheers, Nong

A cub will stay in one piece while youre flying it!

Hullo qwerty. I have put up with a fair bit of similar trouble on both 4 and 6 cyl. Jabs. One observation is that the choke system, even when functioning correctly, in many cases struggles to enrichen the mixture sufficiently. Sorry, I have no cure. This might be a worthwhile development project for Jab, to keep us 'southerners' happy. Make sure you are using at least the number 45 pilot jet. There might be a case for going bigger than that in southern Australia but I haven't yet explored that option. You could do worse than to pull out all the jets plus the needle, and with them in front of you, call Jab and say "HELP!", "this combo doesn't work". My hydraulic 2200 functioned perfectly until Jab sent a needle that was a mandatory fit ( flying school use ). That was where the trouble started. The fix was to replace the pilot, needle and even the main jet with versions having a greater flow rate. If problems persist, it's time to bring out the big guns! I'm talking about PRE-HEAT. Jam a 2000 watt hair dryer ( Remington Salon ! ) up the guts and stuff a coupla rags in the cooling air inlets. Ten minutes of that and the whole induction system and even the cylinders will be toasty warm.

Aw, come on SKYDOG.......anyway, I took the bait. Lets see, now. Have I got this right. Heavy planes dont drift in a crosswind...but light (er) Jabirus do. Hmm. Must warn my students about that one. So the Cessna 140 is a dog, eh. At least it will come out of a spin. Skycatcher. Oops, did I say that. Maybe you could e-mail Cessna and tell them that if they make the tail feathers a bit bigger and point the fin up (kinda like a 140) it might work better and use less hangar space. Decent foot brakes....so that....your mechanic can put his back out trying to service the master cylinders.... And what is going on with Rod Stiff? What was he thinking when he chose to deny us the all american REGULAR PROVEN aero engine that we all long to sit behind. God damn it. Why didn't he just make us a Cessna.;)

My Yeoman Cropmaster runs two dirty big augmenters hanging out each side at the bottom of the cowl. Three stubs from the 0-540 dump into each tube. Barks pretty well. The augmenter is flared at the top end is just pushed through a hole in the fibreglass cowl and retained only by the flared end. Guessing she's about 200mm x 900mm. Can measure if curious. It is just a hollow tube and has no connection to the stubs.

Hi Brentc. A C172 (145 horsepower) might get off shorter using flap when LIGHTLY LOADED. Please don't try this off a short strip at max. AUW or with an overload. At the higher lift off speed required, the flaps will likely create just enough extra drag to kill any meagre amount of performance that might have otherwise been available. The C180 uses a similar airframe but with 230 horsepower and will happily drag flaps through the air to gain a shorter take-off roll even when overloaded, just ask any old ag pilot. Guess you need a bit of spare grunt to drag flaps on take-off. Cheers P.S. I hope that angry poster with no language skills drops the attitude before taking his family members and friends aloft in his Jab.....whether above or below 40 deg. c.

Hey ORION. Lucky you stacked a Jabiru. Imagine being trapped under a Sportstar.

I run 50/55 PSI in the nose tyre. This does indeed make the cross section more rounded. The effect is like fitting a narrower tyre. Despite my harping, students love to have that nose wheel on the ground, even at appallingly high speeds, probably because thats what 747 pilots do on TV ( V2 ROTATE!! ). Of course the steering gets squirrelly so they fight it some more and of course the situation deteriorates. Ultimately I intervene by pulling the stick back but ya gotta give 'em some rope so they can learn. Some students think the plane will tip over backwards if the stick is brought further back after touchdown, yes really! The problem for the commercial operator is to protect the aircraft from the students actions. The solution is to keep the nose tyre hard. This is because the tyre will break traction before the swerving becomes too serious. Thus the structural loads on the nose leg are relieved and the aircraft is rendered incapable of making that final wild swerve ( left ) to the accident scene. It always gladdens my heart when I hear the sound of that nose wheel skidding!

Yes. Sold plane.

On this class of aircraft the brakes are only for LOW SPEED use. If landing in a max crosswind, only one main-wheel will be on the ground when still near flying speed. This is hardly the time to reach for the skids!! If you want to spend 50k more to buy an aircraft with electric trim......feel free. Some of us appreciate the conceptual, engineering, compliance and production related decisions faced by manufacturers. Jabiru's remarkably low selling price and market dominance suggests superior conceptual work and tough headed decision making. For example: " I want better brakes." OK. Are you willing to pay a higher initial purchase price? Are you willing to accept the weight penalty of bigger discs and calipers...meaning reduced payload, etc. Are you willing to accept the loss of speed caused by the bigger and more expensive tyres that will be required to effectively transmit the greater available braking torque to the runway without skidding? (moderated under rule 2.4 - Admin)

Ginger, possibly you have not yet developed an understanding of our mode. We SIMPLE folk have established that medicals don't protect us from sudden incapacitation. We like to keep things SIMPLE but have just enough brains to go to the doctor if need be and really don't feel like flying if we're crook. It was a wonderful decision to adopt a widely recognized medical standard and further, to adopt a SIMPLE method of compliance, in fact, essentially the same method of compliance as used by the government departments charged with administering said standard. SIMPLE minded? You bet! Why do grumpy old bastards who see doctors a fair bit, want to force others to undergo the same inconvenience? Medical examinations constitute a strong disincentive to learning to, or continuing to fly and I would prefer that keen young flying students spent their limited time and resources on the task at hand. I totally agree with FACTHUNTER in that our method is to TRUST the judgements and actions of each individual member and to provide quiet peer support and guidance where necessary.

OK OK For all you later joiners and BLA82 here is the history. Our rule set was assembled when the machinery in use typically had some of the following features....poor roll control or no ailerons....wing warping in lieu of.....single surface wing that would change aerofoil section under negative 'G'....inadequate structural strength.....VNE not far above 1'G' stall speed combined with little penetration due to light weight and high drag. Anyway, you get the idea...the machinery wasn't up to aerobatics. Therefore the ban on aeros was sensible. If 760 KG comes in, this will mean that a range of aerobatic trainers will be able to be RAAus registered. When the new Part 103 rules are drafted and receive the parlimentary nod, our Ops Manager will then simply add a set of aerobatics rules (of his own making) to our Ops Manual. That is how it will happen. Sorry Adam, I disagree that we do not have aerobatic knowledge within our instructor and pilot base. I know there is plenty. As for medical standards Adam, we have a medical standard and it is perfectly adequate.....or do you expect pilots to be tested to 12'G' in a human centrifuge or something...! Many pilots regard sport flying as a few aeros followed by a few beers....great sport. It's a shame that this core element of sport flying has hitherto been denied to those so interested but as explained, there were good reasons. Times have changed and I for one will welcome the introduction of aeros.

Do we agree that Grumman means GRUMMAN. E.G. Goose, Mallard, G22, Ag-Cat, TBM, etc? Do we further agree that Grumman does NOT mean aircraft designed by Jim Bede and marketed as American Yankee, Tiger, and so forth? Sadly, after some corporate activity, these were for a time labeled as Grumman American but in reality they have no 'Iron Works' design pedigree or technical connectivity for forum discussion. Should Jim Bede aircraft have their own section? i_dunno

Sorry old son. We have a blanket 45 knot landing configuration 1G stall speed limit and a good thing it is too. The safety issue with high wing loadings and high stall speeds is that the chances of injury or death in a forced landing with dead engine increase radically as landing speeds increase. So the Pitts (all models) is out. As for the Champ, the 7ECA and 7GCAA are goers. I reckon the 8KCAB might scrape it but they might ask you to remove the rear seat because unless you are both very light and carry very little fuel it wont meet the proposed 760KG limit. An RAAus registered aerobatic Champ sounds pretty good to me.

Hullo John I just teach in a J160 these days, but have hung onto an Ag-Cat for old times sake. I hope those Beechmont dairy operators are in good health and thriving. Did some work for a couple of friendly and helpful old diggers. Their airstrip was (to my dim memory) maybe two or three kliks South and one klik West of the hall and was bordered on its western edge by a deep heavily timbered gully. Can't remember their names....Charlie?....you mention a Greg....Rankin...surname?...property name??? Anyway, Peter Smart who owned Cropcair at the time, told me to keep out of said gully because somewhere down there a wire is strung across. How did he know this? As the story goes, many years previous, a high spirited RAAF Sabre pilot had found the cable! I'm sure his commanding officer would have devised a suitable punishment. Re: Jumpin pin prang. Unless there are witnesses or survivors, you usually don't get conclusive answers as to what occurred when a light aircraft hits the sea. About all I know, is that machinery (any) and people is a dangerous mix! Cheers

Welcome John I used to fly AG-CATS for CROPCAIR on topdressing work from a couple of strips on top of Beechmont. The strip at Beechmont Hall was great fun. On the first load I told the loader driver to "gimme a ton" e.g. 1000 kilograms of superphosphate. I figured that if I got to the edge of the drop-off without flying speed, well, what the hell. Unfortunately there was a fence before the edge.......

I flew on VH-TJS "JABIRU" Sydney Bris. on the way to Bundy to pick up a new Jabby. The passenger in front of me was on the same mission....to get his new Jabby. Small world.

In light of the information at http://www.casa.gov.au/airworth/papers/aerocommander.pdf I have a suggestion. Limit all Aero Commander twins to single place operation. Require by AD that a placard be fitted in front of the pilot and only occupant to read "THIS AIRCRAFT HAS A SERIOUS DESIGN DEFECT AND IS PRONE TO SUDDEN AND FATAL WING COLLAPSE".

Hey Everybody Tonight I have been writing my own radically modified version of an RAAus BAK exam. Without wishing to be critical of busy RAAus Ops staff, I simply cannot, in good faith, ask students to sit any of the current official series of BAK exam papers. The reason is a matter of strict fairness. Exam questions on a given subject should, I reckon, be limited to the areas specified in the syllabus for that subject, as proscribed in our new Ops Manual. After all, any student should be able to use the syllabus as a guide to what needs to be studied. I think it is unfair, and yes, UN-AUSTRALIAN!! to ask a student to attempt an exam that is riddled with off-subject questions. Not at my school.....no siree.

Hey Rom! How many Jabby stall/spin accidents have you heard of? Gliders, Tigers, Austers and especially Chippies have spun in regularly since the dawn of time. If loaded with nil carried behind the seats and thus a C of G well forward, the 160 is a pussycat. It has less elevator authority than the 170 because of shorter tailplane span. So there!

Plannin' on being there Slarti. Hangar 303 is the Westernmost hangar on the drome. Sign on airside door says waggabiketyres.com Taxy past REX maintenance and BP then veer to port about 45 degrees. In any case, a call on 0407 252505 will see me there pronto!

JL Sorry, I made a blue. The 55kt ultralight will give way to ALL aircraft is what I should have said. Cheers Nong

JL Potteroo says "they are required to give way to you" but if you are doing 500 foot circuits as a 55kt ultralight you are, in reality, required to give way to all other powered aircraft. This is from "Operations at Non-Towered Aerodromes" which you can read at the CASA website. Highly recommended. Cheers Nong

Hey Captain! Come and see me. I stock cartons of Shell W15W50 and W100 Plus at YSWG. I have nil supply problem and can confirm that 100, W100, W100 plus and W15W50 are all current products. Cheers Nong

I collected three certified Jabs with wing tanks from the factory last year. Upon enquiry, I was told that CASA would not allow the extra valves, even if lock wired open. Two fuel line crimping devices were supplied in each machines tool kit. Fred