Wilfred

Check with Ian I believe he is getting them in the shop soon

Brent Have you got a new prop fitted yet Two or three blade I notice your discussion seems to focus on a three blade if so why a three instead of a two? As another aside we recently fitted the "wavy "discs and although its still the single calipers and pads as supplied by Jabiru they seem to be getting more hours and need adjusting less.

Please don't be discouraged by the lack of comments or feedback A lot of forum members will see no need to add a comment as their thoughts have already been penned in the existing comments. Also do not take too much notice of the number of views of your post as I would think that that a good majority of the forum members will have read the thread in the email notifications and have no need to actually log on to the thread to read it. Keep up the momentum. What you are doing is very good for our movement. Peter

A tough airframe, luck and good pilotage skills got these guys through this life threatening event. Yesterday I was over in Cape Girardeau working on our 170 when a call came in for an emergency diversion.Basically, a King Air 200 was on route to Virginia from Arkansas when, at 27,000 feet, the left windshield shattered causing an immediate and rapid decompression. Given your useful consciousness at this altitude is measured in seconds, both pilots blacked out.(Fortunately, there were no passengers on board). Whether they initiated a rapid descent or lost control and ended up in a steep dive is not known as the two pilots have little recollection of the event both fading in and out of consciousness until shortly before landing. They took turns,unintentionally, of waking up and blacking out and fighting to regain control of the aircraft.One pilot stated "remember thinking we're in a spin and seeing that the airspeed was pegged beyond indicated.I thought, wow, we're going too fast, reached up and pulled the power to idle, then blacked out again". Assume they were pretty much at terminal velocity headed straight down. At 13,000 feet, (give or take), they started fighting to pull the aircraft out of a dive. It took both of them.The stress on the airframe must have been unreal, as you will see. From thatpoint, parts started leaving the aircraft until landing and they lost control of pitch. They went almost vertical again and it took both pilots pushing as hard as they could to get the aircraft to start descending.They regained some control around 7,000 feet and were close to cape where they diverted.It is fortunate that they did not have a tail stall as you will see, and I have no earthly idea how theycontrolled pitch. There is a God and sometimes he gets your attention to remind you how close we could all be to standing before him.There is no way this aircraft could have been flown and landed to a relatively uneventful landing and they walk away.I cannot explain it and I think you will see what I mean especially afterviewing the empennage.According to the radar, they lost 20,000 feet in roughly a minute and a half.The aircraft is totaled, but again, they taxied to the ramp. Waited a fewhours, and got a car and drove home.Fortunately, the windscreen did not come in completely, but still should have most likely been fatal at that altitude. This is all that is left of the horizontal stab.Notice that on the left, none of the stabilizer remains, (torn off in the pull up), and only about 1/3 to ¼ of the elevator.On the right, a little of the stab and the elevator is useless. (Embedded imagemoved to file: pic14708.jpg)View from the right side. No elevator and the stab is severely damaged. I donot know howit remained attached. (Embedded image moved to file: pic00248.jpg)Another view of all that remained to affect pitch control. Simply amazing. It's aboutas big as a trim tab. (Embedded image moved to file:pic07491.jpg)A view from underneath showing the fragile condition of the remaining control surface. This isall they had to fly on. (Embedded image moved to file:pic13712.jpg)The flex forces on the wings were so heavy in the pull out from the dive that the panels that cover the wing attach bolts were blown completely off.Incredible that the wings did not follow. (Embedded image moved to file: pic05131.jpg) As you can see from the following two pictures, the wings and main spar were bent. So hard were the forces that not only were they bent, but they creased the wings. (Embedded image moved to file:pic30114.jpg)(Embedded image moved to file:pic16439.jpg) Although I don't feel this photoshows adequately the force on the fuselage, even the tail section is creasedfrom the stress of the pull out. I simply cannot imagine an airframe surviving this much load.(Embedded image moved to file: pic07958.jpg)Here you can see the creases on the same panel shown above. The Dzus fasteners here are similar to the ones which were blown off of the aircraft over the wing attach points (Embedded image moved to file:pic24722.jpg). From the front, she doesn't look half bad, just don't look at the tail. (what's left of it), the wings, the windscreen, the fuselage or the expressions on the crew's face.(Embedded image moved to file:pic29704.jpg) Makes one think hard about one pilot always being on O2 (like you should) as you probably won't have time to don your mask at that altitude in thisscenario.The crew says by the time they were in and out of consciousness, they already had lost control and thus didn't get to the masks but tried to stop the ensuing plummet. Thank the Lord that they walked away completely unscathed.One can always find a new airplane in Trade-A-Plane.

I thoroughly commend you guys for what you are doing. I was in the process of a lengthy reply when The one from Mike popped up in the postings and I must say that I agree with all his comments. Perhaps a topping yourself for dummies intro with all the highlighted areas, and then they become the chapters. Good work guys Peter

another interesting close look [ATTACH]1220[/ATTACH]

February 2007 The CASA Briefing Your monthly CASA update rom CEO Bruce Byron Legislation to create the new Office of Airspace Regulation within CASA is currently before the Federal Parliament. In September last year the Government announced a package of airspace changes, which included setting up the new Office. Airspace classification and designation functions will be transferred from Airservices Australia to CASA. Underpinning these new arrangements will be a National Airspace Plan, which will set out the structure and operations of airspace, government policy and expectations for future reforms. When the Government announced these initiatives it made it clear they would allow the effective continuation of its airspace reform program. CASA is working to have the Office of Airspace Regulation operational by the middle of this year, subject to the legislation passing through Parliament. An implementation plan for the Office has been developed and recruitment for key positions has started. On January 31, I told a Senate committee hearing into the airspace legislation that the airspace regulatory functions sit well with all of CASA s other functions. I told the committee: "The Office of Airspace Regulation will continue to provide routine designation and administration of airspace and will establish a review program for existing airspace designation and services to make sure they continue to be appropriate. Larger airspace changes will be carried out in line with the policy statement the government has announced it will deliver on airspace reform. I am confident CASA can bring a fresh and highly professional approach to airspace regulation, with a focus on risk management and safety outcomes." New maintenance training standards A large step forward was taken in maintenance training and licensing this month with the release of new European-based standards. This means the large aircraft maintenance industry now has the option of moving to world-class training and licensing standards, ahead of the full overhaul of maintenance regulations, which is due by the end of this year. CASA expects a number of maintenance training organisations to move quickly to be accredited under the standards. At this stage the new standards do not replace the existing maintenance personnel training and licensing regime, rather they operate in parallel. The new standards have been introduced by way of a Civil Aviation Order CAO 100.66. The Order allows maintenance personnel to obtain licences and ratings based on the European Aviation Safety Agency categories A, B1 and B2, and aircraft ratings. The main beneficiaries of the new licence structure are large organisations operating regular public transport. General aviation operations have significantly different requirements that may not met by the new Order and there is no requirement for them to move to the EASA-style licences. CASA is in the process of setting up a joint CASA/industry team to specifically address the maintenance training and licensing requirements of the general aviation and aerial work sectors. Full details of CAO 100.66 Have your say on GA aircraft corrosion All owners and operators of general aviation aircraft are being asked to comment on a CASA discussion paper focussing on one aspect of aging aircraft. The discussion paper looks at the potential for corrosion within the stainless steel terminals of control cables fitted to general aviation aircraft. The terminals connect control cables that operate flight and engine controls and undercarriages, making them safety critical. CASA s Service Difficulty Report database has evidence of two cases of cracking in the terminals and the Australian Transport Safety Bureau has received one report of an in-flight failure. Stainless steel terminals can be installed on any control cables and are not limited to any manufacturer. In the discussion paper CASA says the problem poses a high risk to operators of all general aviation aircraft aged 15 years or more with control cables constructed of SAE-AISI 303Se stainless steel . This could cover up to one third of the general aviation fleet around 10,000 aircraft. Cracking reported to date has occurred on the inside of terminal fittings, without significant external indications. CASA is putting forward four options for industry consideration. Find out more and have your say. Night vision goggle trial A trial of night vision goggle equipment in civilian helicopter operations is set to begin in March. The 12 month trial will test proposed night vision goggle standards for eventual incorporation into the Civil Aviation Safety Regulations. Private helicopter operators may not use night vision goggles until the trial is completed and evaluated and holders of air operators certificates must submit an application to CASA and obtain approval. The small number of existing approved night vision goggle operators can take part in the trial without further approval. For safety reasons the trial will be limited to specialised operations such as emergency medical services, search and rescue, marine pilot transfer, police and aerial fire fighting. CASA is setting up a working group with industry, which will include the Helicopter Association of Australia, to evaluate the trial. A Civil Aviation Order CAO 82.6 is being developed to set out night vision goggle standards and operational requirements. Find out full details and apply to join the trial. Pilots look and listen! Two recent Victorian aircraft accidents are a stark reminder to all pilots to make an extra effort to be aware of what's going on around them, especially in busy airfield environments. CASA field safety adviser, Tim Penny, says there are a number of things pilots can do to help reduce the possibility of a collision, in the air or on the ground. These include: Maintaining a good lookout - remember non-radio equipped aircraft may be operating at or near a CTAF Maintaining a good listen out - ensure the radio volume and squelch are correctly set and check and re-check you have the correct frequency Improve situational awareness for other airspace users by using descriptive language where appropriate Be aware that in calm or light wind conditions more than one runway may be in use Use as many exterior lights as practicable - especially during bad weather or in difficult seeing conditions Don t let yourself be distracted by checklists when either taxying or airborne. AOC and COA searching gets easier Finding official details about air operators and maintenance organisations has just become a whole lot easier. CASA has upgraded its web site search capabilities for both air operators and certificate of approval holders. For AOC holders you can now search by name, type of operations, state and aircraft types. This all helps to narrow down the operators you are looking for. For maintenance and manufacturing organisations you can search by name, type of operations and state. For air operator searches go to: http://www.casa.gov.au/casadata/aoc/index.htm For certificate of approval searches go to: http://www.casa.gov.au/casadata/coa/index.htm Alcohol and drug testing Work is progressing on the development of the proposal for alcohol and other drugs testing in the aviation industry. The Federal Government announced last year that civil aviation regulations will be developed to facilitate a range of testing, to be implemented by industry, with a reporting requirement to CASA. Mandatory alcohol and other drugs testing will be required for flight crew, cabin crew, air traffic controllers, ground refuellers, baggage handlers, security screeners and people with airside access at aerodromes. CASA will issue a notice of proposed rule making setting out the testing and reporting regime in detail. A CASA/industry project team is to be formed work on the notice of proposed rule making, with a range of representatives from large and small aviation organisations. Consultation is also being carried out through the Standards Consultative Committee. Full details of the project. GA engine conferences: register now! Places are filling up quickly at three special CASA conferences focussing on general aviation propulsion systems. The Avtech 2007 conferences are attracting a wide range of general aviation people, including maintainers, aircraft operators and manufacturers. There will be presentations by Lycoming Engines, TCM, Aero Shell, Embraer and SMA Diesel France. Topics to be covered include new engine designs, new oils and fuels, alcohol powered aircraft, diesel engines and continuing airworthiness of two of the most popular engine makes in Australia - Lycoming and Continental. Qantas are also providing a presentation on non-destructive testing technologies. Details of the three Avtech 2007 conferences are: PerthMonday 12 March at the Royal Aero ClubBrisbaneWednesday 14 March at the Brookwater Golf ClubSydneyThursday 15 March at the St George Rowing Club. The conferences are free but it is important that everyone who wants to attend registers with CASA. To register send your details to Obaid Soomro at: [email protected] More time to comment on proposed rules Aviation people now have longer to have their say on proposed new rules for the sport and recreational sector. The comment period for two notices of proposed rule making has been extended until the end of April. Consultation is underway on proposed parts 103 and 105 of the Civil Aviation Regulations covering sport and recreational operations and parachuting operations from aircraft. The extra time for comment will mean people will also be able to consider another related notice of proposed rule making that is due to be published soon. This will cover the proposed part 149 recreational aviation organisations. Find out more: sport and recreational operations. Parachuting from aircraft. Cessna wing skin warning Owners and operators of Cessna 441 aircraft are being warned to look for underside wing skin creases. CASA has received a report of a wing skin crease in a Conquest and advice from Cessna is that creases suggest the wing may have been subject to excessive downward bending loads, perhaps through heavy landings. The deformation may eventually lead to cracks in the skin and any delay in repairs may result in the need for extensive future repairs. If creases are found it is recommended that further inspections be carried out and damage be repaired in line with manufacturer s advice. CASA also asks owners and operators to report wing skin creases using the Service Difficulty Report system. Read the Airworthiness Bulletin. CASA at the Avalon Airshow CASA is looking forward to seeing all aviation people who visit the Avalon airshow next month. If you're at the Australian International Airshow 2007 from 20 to 25 March please drop by CASA's large display stand and talk to our people about safety and safety regulation issues. You'll meet CASA experts on licensing, aircraft registration, manufacturing and technology and sports aviation. As well, some of CASA's new field safety advisors will be offering practical advice on operational issues. Lots of safety education and information materials will also be available.

I would reccommend getting someone like you Local radio or communications tech to fit a crimp type one with the correct tools. The solderable (if thats a word) type that you get from DS will not be as efficient as the crimp type and you do need the right crimping tool. Your local tech would not charge much to fit one.

Going back to the post "what would happen if the thrust of the engine far far exceeded the weight of the airframe? would there be a critical angle ?(eng at full power)" With unlimited power you can achieve anything. You only have to look at what you can do with model aircraft and when technology catches up we will be able to have 2000hp in our J200, with the same weight, and make it do all those unbelievable things they do with models at the moment' How cool will that be !!!!!

I am no engineer but this is something that i really think you need to liaise with the factory about. I would find it very unusual not to have an oil cooler fitted especially in the area you are operating. The pressures you give seem consistent with a lower pressure at idle the book says as low as 11 psi or about .8 Bar, and it would be expected for your oil temperature to be way up after a climb and your pressure to drop especially without an oil cooler. The Flydat is also probably very sensitive and will register any fluctuations immediately where the VDO seems to have a delay and they are not noticed as much. once again it really needs a bit of liaison with the factory and common sense says fit an oil cooler in our hot conditions.

http://www.pcaviatornetwork.com/news/aussienewsfeb23.htm

Its already on the airservices site & easy to use http://www.airservices.gov.au/brief/lightbrf.asp

I think the lever type jack is definitely the answer. I have been intending to make one for the Jab for a while now. They were quite common years ago in vehicle workshops a lot larger naturally. Its quite a simple idea , easy to make if you are not overly concerned about weight, I was intending it for hanger use. At the same time I was intending to make a lightweight stand for use away. Intending to lift the aircraft with the wing, it really is quite easy and then plonk it on the stand. It is a two person job though. Brent how does your insurance company view the Revolution Prop. Ours has said that the fitted prop must be approved by Jabiru. Cheers Peter

An aircraft owner I know sprays MR Sheen Furniture Polish on all exposed parts that are likely to corrode He says it works great is cheap & clean and also can be used to clean the rest of the aircraft.

http://www.pcaviatornetwork.com/news/aussienewsfeb16.htm

Taxiing is done on taxiways Backtracking is done on runways Your backtracking call is towards the keys as i said in the last post It does not matter whether the runway is active or not If you are still on the runway after your landing you are not yet clear of the runway and are still landing and maintaining posssesion of the runway until you make your runway clear call. Some airfields are such that you will backtrack an un-active runway to get to the active one. The same calls apply Bactracking towards the takeoff point and number for that particular riunway that you are on at the time.

I have always understood that backtracking is heading towards the takeoff point, or piano keys for that particular runway, and has no bearing on wheteher it is or is not active. if you are heading towards the keys for 06 then you are backtraking 06 if you ar going the other way and heading for the keys of 24 then you are backtracking 24.

MinMin Light atrticles http://www.henrythornton.com/article.asp?article_id=2447 http://www.strangenation.com.au/Articles/minmin2.htm http://www.abc.net.au/science/news/stories/s818193.htm

I believe that it was Ian with some laser light projectors, projecting the Recreational Aviation Logo (sort of looks like a UFO) around the skies in practice for Avalon.

Subject: Marriage Counseling A husband and wife came for counseling after 15 years of marriage. When asked what the problem was, the wife went into a passionate, pain ful tirade listing every problem they had ever had. She went on and on: neglect, lack of intimacy, emptiness, loneliness, feeling unloved and unlovable, an entire laundry list of unmet needs she had endured over the course of their marriage. Finally, after allowing this to continue for a length of time, the therapist got up, walked around the desk, asked the wife to stand, and embraced and kissed her passionately. The woman quietly sat down as though in a daze. The therapist turned to the husband and said, "This is what your wife needs at least three times a week. Can you do this?" The husband thought for a moment and replied, "Well, I can drop her off here on Mondays and Wednesdays, but on Fridays, & Weekends I go Flying"

Nice aircraft. I especially like the panel. Very well put together. If you dont mind i have a few questions How do you find the sensenich prop. Do you have any comparison with the wooden Jab prop Did you use the Jab wooden one first or go straight to the sensenich Was there any issues with the fitting of the sensenich eg cowl clearance and also was there much experimenting to get the pitch right. what model is the prop Cheers Peter

The brake is not really a parking brake. We use a couple of light pine chocks when parking the aircraft. These are left in the aircraft Since then the brakes don't seem to need adjustment & bleeding as often. Also made a oil dip stick that is kept in the hanger to give an accurate oil level. This was calibrated with marks as the sump was filled to ensure it is pretty accurate. The oil takes a long time to run down and give an accurate level reading so its best to add the right amount first up. Definitely have the same problem with the doors although i imagine this is a problem with many aircraft.

Is anyone using the Sensenich props on a six cylinder Jab If so how did it go, which prop, and where did you purchase it.

The Civil Aviation Safety Authority has issued the following Airworthiness Bulletins: AWB 61-005 Issue 1 - Jabiru Engines - Propeller Installation (31 KB PDF) AWB 61-006 Issue 1 - Jabiru Engines - Flywheel Attachment Screws (33 KB PDF) These and other AWBs can be viewed at: http://www.casa.gov.au/airworth/awb/index.htm Please note: You may need to 'refresh' your browser window to see the latest versions.

There is no reports on any of the written news sites but it was reported on Brisbane TV 9 news as a new Jabiru that flipped over on landing at Bundaberg with no injuries and minimal damage Peter