motzartmerv

CASA have some good (for CASA) publications on circuit arrivals etc. Also CAAP 166 refers heavily to the procedures that should be followed. http://www.casa.gov.au/wcmswr/_assets/main/download/caaps/ops/166-1.pdf Please note on page 16 in big red text. Pilots should not descend into the active side of the traffic circuit from above because of the difficulty of seeing – and being seen by – aircraft directly below the aircraft’s flight path (see Appendix 1 for a more detailed diagram of the traffic circuit and overfly procedure).

Its a great area to fly, but keep your eyes pealed. Please, dont 'drop in' on downwind. Its got fur all over it. Have a talk to your instructor about this. Cheers

Hi Mark. Looked like a nice day for it:). Nice days bring out all the weekend worriers, so extra vigilance is needed. Ywol is one of those strips that really does require your full attention. The mix of traffic there makes it an interesting place to say the least. One thing i think that can improve things is to join from the deadside. The jump plane will join any leg, from any height, the training planes from NSW air like to do 747 circuits, and it seems to be the norm to just rock in where ever you feel its cool. Keep it high and get to the deadside and pick up the traffic from there. Makes for a safer, more relaxed approach:) Thanx for the pics..

Hard to say, but looks like the left engine is feathered, and the right is still going. Although, just a guess, but the damage to the props doesn't look like they were under power when it hit. Isnt it amusing, every time there is a failure, people bring up The Jab engine.. My work here is clearly done.

Yep. That's it. When people understand that, all of a sudden the rules start to crystallize:)

I think you will find that Casa are inline with ICAO on this and casr 101 is covering things at the moment. They are making it very difficult to gain an ops certificate for UAv's . Trust me, my other job is training people for their Uav tickets;)

Hmmmm. No. I don't agree. They are making it very difficult for uav's ATM.

It's all about the finger of blame.

What makes you think any of these rule changes are designed to stop people killing themselves? Ft, if that's what you think Casa are concerned with, then you don't know Casa.

My mate used to have a police siren on his drifter. Made for some interesting times when he would buzz the loacl...Ummm...Hippies:)

Can you give some details Dafydd?

I really wonder what the thinking is behind this rule change. Whats CASA's line in the RPL? Just spitballing, but could ICAO have something on this that CASA (and the RAA) are trying to adopt? (re adopt). I know the HP, LP thing is gone from the new ops manual. Perhaps this is an attempt to take account for pilots transfering from say a Jab to a drifter or thruster. At the moment they need a LP endo. Maybe this is the RAA's way of dealing with the obvious problems this could cause?. I dunno. i just think there has to be some reason behind the change. Surely!!!

No problems mate. Yea I think in flight adjustable would make this plane even better. :)

Hey Magis. I havn't yet. But now is as good a time as any I spose.. We have two low wing brumby's online with our flying school. Both are Rotax powered. One of them 7864 started its life with a 6 cyliner jabiru engine. But complications (multiple failures) prompted the owner to bite the bullet and install a Rotax. Both aircraft have slightly different handling characteristics. This is due to 7007 having a slightly longer nose and a more forward CofG. Also the undercarriage is olio instead of sprung steel. The idea for this model was to test the new design of undercarriage for the trainaing market. It works incredibly well and is very very tough, and really does take the sting out of the bouncy firm landings. Infact, In about 200 hours teaching in it I cant recall it ever bouncing.! However the production techniques are much more complicated and I believe the weight disadvantage has meant they havnt continued the idea in later models. So we have the only Olio undercarriage Brumby:) 7864 however is pretty much factory stock standard so I will give a test drive report on this aeroplane. One of the first things that you notice when you stand next to ANY Brumby aeroplane is its solidness. They all have a robust feel to them that is immediately evidenced when you have another aeroplane next to it to compare, a sport star or like. The Brumby looks like a Tank. Very solid all over. Nice Big tail, and rudder with a significant surface area below the horizontal stab which aids in rudder control at low speeds and high Angles of Attack. The wing is reminiscent of a cherokee or worrier with a taper and low cambered airfoil. Its here that Brumby have invested a lot of work and I reckon they have it nailed in the later models, which has carried through to the high wing. The canopy is a forward sliding type (similar to a robbin) on rails and provides excellent visibility. The seats can be moved forward and back by removing locking tabs. This is an area i think Brumby are working on as it is a bit of dik around if your changing the positions often as in a School situation. The cockpit is well laid out, an agricultural type of dash without lavish plush appoulstry, which I like. It gives the aeroplane a rugged "business" type of feel. Its by no means scant but some other aircraft designs have really focused on making the cockpit of the aeroplane like the insides of a $100000 SUV which may be good for some. But Im not a fan. We have had a student who was 6 foot 2 and he had no issues with the height inside the cockpit. The movable seat was almost right back on its travel for him but still had some spare. Theres a generous parcel shelf behind the seats and also two wells, one behind each seat that gives the aeroplane ample baggage space. The four point harness gives you a nice solid clamp to the aeroplane if you need it and is easily adjustable. Taxiing is very easy with good control over the nose wheel. Toe Brakes make turning tightly easy aswel with only a small amount of pressure on them. We use 10 deg of flap generally when operating off our grass runway. this is just a personal preference I have instigated to help get the plane off the ground a bit earlier. Our strip is a little rough and undulating so we want the students off as quickly as possible. Normally though, flap is not required for takeoff. The aeroplane accelerates nicely with only the usual slight tendency to yaw when power is applied. Nothing nasty here and once the rudder is active there is only slight pressures needed to keep straight. Again, that big rudder with plenty of area starts working very quickly. When trimmed correctly (very slightly nose up or neautral) the aeroplane will not feel stuck to the ground and at about 45 kts a little tickle of back pressure will see you flying smartly. We work on a climb out speed of 70 initially then 75-80 once the flaps are retracted at 200 ft. This puts the spinner on the horizon for the average height pilot and helps keep the engine cool on warm days. At MTOW on say a 30 deg day the Brumby with a 100 horse rotax and a 3 blade prop pulls at about 800ft-900ft/ minute. But you will need to keep a bit of pressure on the rudder to keep balanced or else this performance will reduce quite significantly. That big tail does catch the spiralling airflow and you will get a full ball of yaw if you dont balance it. Once leveled out in the cruise the nose position is good. it doesnt feel like your flying downhill all the time like some low wings. The attitude is easily maintained once trimmed out using the trim wheel which, like the high wing, is under you hand on the center consul. The trim is very nice. Little tickles forward and back is all thats ever really required. Not reeefing around on it, and it never gets too heavy. Cruising at 5000 RPM with the prop set for climbing, we get about 90-95 kts. When the prop was set for cruising we were getting 100-105 depending. Steep turns are great fun in this aeroplane. The controls are very light and responsive. In this respect I like the feel a little more than the high wing. Almost RV feeling. The ailerons are light and so is the elevator, but slightly heavier. All in all, very well balanced. Rolling into a turn with co ordinated rudder gives the aeroplane an almost fighter feel to it. If you dont use rudder you will get a bout a ball of deflection. The secondary effects of the ailerons are reasonably pronounced at low speeds, but hardly noticeable at higher speeds. Once established in the turn, a little back pressure and the nose will sweep the horizon nicely with only small inputs from the pilot. I have found it easy to teach steep turns in the Brumby, most students are able to feel their way into the turns nicely and maintain a reasonable turn from the beginning. The secondary effects of the rudder (roll) are not very strong which is surprising when you consider the size of the thing. So the normal tendency to pedal (tour de france) in the turns doesnt make it prone to tipping over into a spiral. The real Magic of this aeroplane is in its stability. It has a very nice balance between stability and manoeuvrability. But most pilots ive checked out in the Brumby say it feels "solid in the air". And I agree tottaly. It really does penetrate nicely and has a very GA feel to it. The airfoil is a real winner for me. Good compromise, reaonsbaly high wing loading, but not stupidly high. Stalling is a non event in the clean idle config. Full flap and some power will almost always produce a wing drop to the left, although I like to call it a roll, as it doesn't just Break over like some do. Its more of a roll that develops over a few seconds. If you Hold the nose in a ridiculous attitude it will give a genuine wing drop though. And you really have to be aggressive to get this. Best glide speed is around 64 kts. When trimmed for this speed and gliding, the nose is not very high like some types. Its pretty much the level attitude which helps to keep it pretty when gliding. The decent rate is about 600-700 ft per minute on an estimated glide ratio of about 8-10 to 1. Again, it penetrates well so keeping the speed high rather than low is not difficult. Taking some flap will get the nose down a little more and increase the sink, but you have to take all the flap (which are electric) to get a real good sink rate happening. Once you get it sinking it really does sink heavily and there is little need for slipping. Back into the circuit. We like to slow the thing down on late downwind. We achieve this by reducing power from cruise RPM to about 4200 abeam the threshold. This brings the speed back nicely to about 75 kts ready for the base turn. The plane feels very nice at slow speeds, it doesn't get mushy and will feel as good at 65 kts as it does at 90. On base, we take 10 deg's of flap and trim for 70 kts. From here on flap will only be used as required, so on windy days we find we are normally only taking the 10 deg's. Once established on final we slow to 65 kts and trim again. Again, this is where more flap can be taken if needed. But generally the power is back to idle at this stage, depending on wind etc. Over the fence we look for 60 kts. The brumby doesn't float much, so the flare can be done in one smooth pitch up of the nose, but what it will do is hop along the ground a little if you have a bit too much speed. What we find happening is pilots not completing the landing. And this is something we spend time on when converting pilots. The touchdown is complete and you can even have all three wheels on the ground- relax th back pressure and the nose is forced down as the elevator STILL has plenty in the bank. So you can get a bit of pilot induced porposing. The correction for this is to maintain what ever back pressure you touchdown with. Dont relax it at ALL. Hold the stick back and after touchdown as the speed bleeds, bring it back to the stop of its not there already. The brakes are quite effective and should be applied carefully. The brumby isnt sqirelly on the ground, but it does require attention. All in all. The low Wing brumby would have to be one of the nicest aeroplanes Ive flown. RAA or otherwise. It reminds me of the RV (without the speed) and also of the cherokee with its ride and stability. I hope this helps..:) Cheers

Thanx bob. Great stuff. Although the only thing you can get through to flying schools is to operate iaw the jab manuals. Anything else is lot aloud. Unfortunately.

Or post them here . :)

heres a test drive I did on the high wing .http://www.recreationalflying.com/threads/highwing-brumby-test-drive.46483/ We operate a couple of the low wings in our school. If you want to give me a call, id be happy to answer any questions for you. Pm me for my number. Cheers

Temperature inversions can be fun too.

Yep. Have had one engine 'egg' twice now. Its on a bantam, which is not a good idea.

Great stuff there Bob. thanx.

Thanx bearded one. :) Done.

Thanx Win. Mods. How do i ignore someone? never had to do it before, in 6 years of posting. Sad day.

Yea mate. That was him. It was a tragedy alright..:( i learned in that aircraft. And couldnt get off work to do the drop with him..

maybe not the same prang. My mate came unstuck during a lollydrop. That not the one?

hmm..Sounds like the same prang... Such a loss too..