Wilfred

Due to the difficulty in changing / repairing Tyres with the design of the jab wheels. We have taken to carrying a can in the aircraft. As yet it has not been used in anger. There was some concern initially about altitude effects on the pressurised can but the manufacturer assures us that there is no problem under approx 15,000 feet. It is still stored in a well secured bag behind the baggage compartment bulkhead.

maybe if you make it easy for everyone and prewrite a letter with the email address or fax number attached then i am sure there will be a lot more people take that easier option and register their support for your cause. it becomes a simple cut and paste.

it sounds like what happens when flying out of balance. if it works fine on the ground this would more than likely be the problem. it only takes a short while out of balance for the fuel to transfer over to the other tank this could be whats happeniing rather than the one tank feeding. also if slightly out of balance it would not be difficult for the fuel to block the breather and restrict flow from that tank. i dont know about the 160 but on the 200 the fuel can transfer between tanks. this seems to happen even when parked on uneven ground and with close to full tanks will spill out the breather on the low side.

Have you spoken to someone at Jabiru about this. You may find that it is not a problem and just the way they feed.

They are probably different caps as ours were changed when the header tank was fitted

just another quick one. At one time we had a similar problem in the Jab and the only thing i could find different was the angle that the fuel caps were put on at tjhe last refueling. The vent on the cap is at the rear of the cap and it can be tightened with the vent in any position. one would think that the direction of the holes in the vent to the airflow could possibley effect the tank venting. We make a prctice of allways putting the caps back on with the vent shaft to the rear of the aircraft.

Have you tried doing a drain test with the fuel caps off, to eliminate any pressure changes due to blocked or insufficient venting.

Microsoft has released a playable demo of Flight Simulator X, giving you the chance to get to grips with a fraction of the full game's 24,000 airports and countless planes. Good day for it too. That fraction is two airports, and three missions on (or presumably above) the island of St. Maarten in the Caribbean. The demo weighs in at 636MB. The full game is due out in Christmas 2006, and will work on both Windows XP and Windows Vista, although the latter obviously won't be out by then. Those of you of a simulatory bent will enjoy the inclusion of dozens of new aircraft including the AirCreation 582SL Ultralight. We're particularly looking forward to the Maule M7-260C Orion with wheels and skis.

With the J200 we had the header tank mod installed at the factory and then at a later date did some flow tests, and found much the same thing . The tanks do seem to feed slightly unevenly and will tend to pull form one and then the other. This was done on the ground so had no bearing to out of balance flying. The difference only appears to be 5 - 6 litres at a time and then evens up with the other tank feeding. Over a full fuel load i do not think that it would cause one empty tank before the other once you allow for reserve. This happens with or without the electric fuel pump on so seem to be a "nature of the beast"thing. Once again the eneven flow does not seem to be enough to cause an inflight problem and dont forget the header tank would take care of any slight prblems.

You have received this email as part of your subscription to the Australian Transport Safety Bureau website updates. Collision - Piper Aircrafts PA-28-161; VH-BZA; VH-UMB http://www.atsb.gov.au/publications/investigation_reports/2005/AAIR/aair200506443.aspx ATSB Final Aviation Safety Investigation Report 200506443 on the accident involving a Piper Aircraft Corporation PA-28-161 Warrior aircraft, registered VH-UMB and a Piper Aircraft Corporation PA-28-161 Warrior aircraft, registered VH-BZA which occurred 2km north-east of Coldstream Aircraft Landing Area (ALA), Victoria on 10 December 2005.

It appears to only apply to the 2200 4 cylinder engines and has no reference to the six cylinder engines

Touch & Go's (article) Aero-Tips 08.09.06 Here's one that's sure to generate some reader mail... and that's my hope, that it gets people thinking. Question for the day: are touch-and-go landings truly instructional, and are they worth the risk? A training standard Touch-and-goes, a landing with just enough time on the ground to reconfigure and take back off, are a rite of flight instruction. All too often, though, touch-and-goes result in loss of control and a runway excursion; "T&Gs" are a frequent contributing factor to inadvertent landing gear retraction on the runway and even seem to play a part in gear-up landings. Given that T&Gs appear so frequently in accident write-ups, why is it we still train the maneuver, and should we re-think the T&G maneuver? Training benefit There are two benefits of T&Gs: Time. T&Gs provide more landing practice per hour. A student flying T&Gs might log seven or eight takeoffs and landings in an hour, while full-stops might permit only four or five. Money. More landings per hour means less money for the same landing experience. Some airports (especially outside the US) encourage T&Gs by charging fees for each full-stop landing. However, flying a T&G the pilot must, in a very short time... Quickly and correctly manage power controls. In piston airplanes this may be up to four inputs: throttle, propeller, mixture and carburetor heat. If the pilot does not set mixture to rich before landing, or the airport is at a high density altitude, this may require attention at a time of rapid change. Turbine pilots may have to direct attention to engine indicators to avoid overtemps or overtorques. Reconfigure the airplane, including flap and, if equipped, cowl flap position. Here's where the danger of accidentally pulling up the landing gear is manifested again and again in accident reports. Retrim the airplane. Many aircraft are trimmed radically nose up, away from a safe takeoff trim position if the pilot uses trim for landing. Failure to reset the trim is known to have resulted in fatal post-crash stalls. Maintain directional control throughout this very high-workload maneuver. Review and evaluate the landing process if any training benefit is to be realized. Are T&Gs worth it? I contend that more valuable instruction comes from landing to a full stop, reconfiguring the airplane using the postlanding checklist, taxiing back to the runway threshold and making another takeoff. This provides "scenario-based training" that encompasses the entire landing sequence, reinforces the use of a pretakeoff checklist insure proper configuration before each flight, and gives the time to critique and discuss the individual landing so learning is not lost in a jumble of T&Gs reviewed as a group after the lesson is complete. Note: T&G practice does teach the advanced student and certificated pilot a technique for an emergency go-around should he/she detect a runway hazard after touching down -- such as an animal or another airplane on the runway, or the inability to meet a "land and hold short" requirement. So T&Gs do have a limited training benefit as an emergency maneuver. Aero-tip of the day: Ask yourself if you're really getting the full learning benefit of practice by doing touch-and-goes, and if the T&G maneuver is worth the known risks.

ISafety Investigation Report impact with terrain You have received this email as part of your subscription to the Australian Transport Safety Bureau website updates. Impact with terrain, Beech Aircraft Corp Bonanza, VH-BKM http://www.atsb.gov.au/publications/investigation_reports/2005/AAIR/aair200504847.aspx ATSB Final Aviation Safety Investigation Report 200504847 on the fatal accident involving a Beech Aircraft Corporation A36 Bonanza aircraft, registered VH-BKM which occurred 35km east of Tenterfield, NSW on 24 September 2005

New model Jabiru with Short field take off and Landing Performance Propeller: 2 blade in flight variable pitch fully feathering. Height: 1150mm Length: 1150mm Wing Span: 6200mm Wings: Variable chord, length, dihedral & angle of attack Noise: generally silent Speeds - Vne (never exceed): 25kts Va (max. manoeuvre): 25kts Cruise 75% power 25kts: Max. straight and level: 25kts Stall Speeds at Gross Weight - Vso: 3kts Climb Rate: 100 ft/min. (usually when annoyed) Empty Weight: 6Kg Gross Weight: 7kg Fuel: Fish, Mollusks, and amphibians Fuel Consumption: 0.5-2 Mollusks per hour Undercarriage: amphibious Facilities: Inflight Toilet Payload: 2 to 4 eggs Take Off Distance: – Groundroll 0.5m (1.6ft) Landing Distance: – Groundroll 1m (3.3ft) Glide Ratio: 21:1 or more Available colours: Mostly white, but black nose. Crosswind Component: 14kts Flaps: Quite a lot Approvals: World Wildlife Fund Navigation system: Inertial, solar references. Avionics: Squawk only Price: priceless Availability: At a zoo near you You lookin' at my bird?

It has been posted before but for those that missed it this is the link to the Red Bull Air Race web site http://www.redbullairrace.com/index.php

New Design For LSA Although the majority of U.S. light sport aircraft (LSA) were adapted from older designs in the European market, this is about to change. LSA continues to take on a life of its own as new aircraft are being designed specifically for the light sport market. Designed from scratch as an LSA, the futuristic-looking Nexaer LS1 is preparing for its first flight, to be followed by a thorough test program. The two-seater has a carbon-fiber fuselage, a ribless wing and a simplified no-flap design. Calculations based on 120 hp predict stall speed at 44 knots, maximum speed in level flight at 120 knots and take-off distance at 350 feet. Paul Klahn, president of Nexaer, explained, “Like Boeing’s 777, this project was entirely computer based and while computers can’t actually test-fly the prototype, they do indicate favorable performance projections.†The company expects to receive LSA certification by the end of 2006; deliveries should start in mid-2007.

Final design completion is due late 2006 with production and orders taken in 2007 http://www.flysynthesis.com.au/news.asp?id=21

I understand it is still under development MANTHOS' DEVELOPEMENT GO ON <TABLE width=380 align=center> <CENTER> </CENTER> <T></T></TABLE> <TABLE width=380 align=center> <DIV style="HEIGHT: 50px"> Manthos is the new concept plane by FlySynthesis. After presentation of the scale model at Aero 2005, the international trade exhibition for general aviation in Friedrichshafen, Germany, the developement of prototype is going on. <BLOCKQUOTE></BLOCKQUOTE> <CENTER> </CENTER> <DIV style="HEIGHT: 50px"> This is a new type of ultralight plane developed with an exclusive design to obtain a cruise speed over i 300 km/h with 100 hp engine and stall speed under 60 km/h. This is possible thanks to the "regenerative pressure" fuselage and to an innovative 4 air foils wing. <BLOCKQUOTE></BLOCKQUOTE> <CENTER> </CENTER> <DIV style="HEIGHT: 50px"> The Manthos' updated prototype exhibited at Aero 2005 in Friedrichshafen ha riscosso un grande interesse da parte del pubblico di operatori e appassionati che ha potuto vedere il modello in scala 1/3. Molte sono state le domande sulle caratteristiche e le prestazioni del futuro (e futuristico) ultraleggero di Fly Synthesis e tantissimi gli apprezzamenti anche sull'estetica del nuovo modello. <BLOCKQUOTE></BLOCKQUOTE> <T> <TR> <TD width=200> </TD> <TD width=200> </TD> <TD width=200> </TD></TR> <TR> <TD width=200> </TD> <TD width=200> </TD> <TD width=200> </TD></TR></T></TABLE>

Thinking out loud

We use the Odyssey in a J200 Jab. Up to this year we have had them fail every winter. The local battey supplier said that the manufacture had changed and sure enough we have had no failures this winter -- so far.

This has probably been posted before but is worth a look http://www.casa.gov.au/fsa/2003/jul/30-31.pdf

<H1>Aircraft by category, 1992 – 2005</H1>

A link to the CASA publication Outback Flying It can be downloaded as a pdf file (3.9meg) http://www.casa.gov.au/pilots/outback.htm

I tried to find the stats on the GA sector but the latest statistics are to December 2004 which is hardly relevent.