Pindan

Haha Thanks Everyone. The reason i had asked is that i had a flight in a R44 with the doors of. It reduced the Vne but was allowed and the vision was excellent. I thought if it had been done before in a 230 it would be great. I wont be test pilot for this experiment.

I spoke to Jabiru. The dors are not structural. They have flown a 230 with the rear door off but never the front doors so can't tell me anything about it. Has anyone flown other aircraft with and without doors and how does this change the characteristics of flight?

Hi, Has anyone ever flown their 230 without the doors?

ohhhhhh you make me sooo jealous. My favorite place in the world is Ibiza but my Jab wont make it there from Australia

There are 2 dirt strips at Gnaraloo Station and a 4wd you can hire. Plus there is accommodation in cabins, just need to bring food and beer

The advice is great everyone , thank you. I think a lot of you fly in developed areas with lots of paddocks and roads all around you and good grass or sealed airstrips. the only options i have are my strip, the main gravel road or some of the station tracks that i know have no fence along side. My strip is 10m wide and about 450m long. I went for a fly this morning and by the time i was coming into land the heat of the different terrain, bush, fire scare and rock makes it very bumpy from about 600 feet down. I tried to come in high so that i could glide to the strip as you all recomended but with the lift of the sand i was high over the threshold and would of landed 100m down the strip and run out of room to stop so i went around. When i land at Carnarvon or Jandakot i am usually of the runway by the first taxiway and never use the last 1500m or tarmac. It makes sense to have the abilty to glide in on final if the engine stops but that seems more difficult for a short field landing.

Sorry that was 54 clean and 65 best glide

Hi All Being a Jab owner I thought I should practise engine failures……..haha I live in north WA on the coast so conditions at this time of year are probably not the best. It can be 40 C with a 30 knt sea breeze over changing country of hard rock, sand dunes, both yellow and red and up to 30 meters high and over the coast. Its quite turbulent conditions. The PHB says that the best glide speed for the 230 is 60 Knts the stall speed is 54Knts clean. However I was thinking given the type of air I fly in should I practise the EF drills at 70 Knts to give myself a margin of error considering its practise and not a real EF situation. If I can make the glide at 70Knts then in the real event I should have no trouble at 60Knts What do people think about this idea? Thanks Paul

I have 2 Microair radios in my Jab and i both are not very good, i would not depend on them. Can anyone suggest the best value radio available. Also what transponder can i fit, must it be a mode "S" or can i fit a second hand one from a local helicopter guy. Thanks

both the shipwrecks have virtually gone now, the one at the salt and the one on Gnaraloo, but the fishing is still the best in WA

thats a good idea to check the probes, i didnt think of that, thanks

i have EGT and they are all pretty similar as they were before the repair and its tractor in a 230 jab except when i put it in reverse...hehe

YGAR - Western Australia- Ningaloo Reef To all who fly Gnaraloo has 2 strips now, YGAR can be found in the country airstrip guide and there is a new strip right at the homestead. Accommodation is available and even a hire car so you can travel around. Fuel could be arranged if you needed it but Carnarvon has fuel supplies and is only about 100km south. Cheers Paul

Hiya I know this has been cover extensively but i was hoping someone might be able to point me in the right direction. i had a runway incursion a couple of years ago in my 230 which damaged the couling,nose wheel and undercarriage of the aircraft. I got it all fixed and put back together but now i have major differences in 2 of my CHT's. 1 to 4 all sit in the range of about high 120's C to mid 140'sC but 5 and 6 remain at around 90C. Prior to the accident they were all within 15C of each other so i think something has changed because of the accident. there is a skirt fitted to the bottom of the couling which has been bent a little which may be causing this difference. THe fact that it is only the back 2 cylinders that have changed makes me think it is a common issue to both cylinders and not a change within the air cooling ducts. Does anyone have any ideas where to start. Thanks Paul

Ursula is the one who wrote 1. " petite plastic plane patch primer" by Ursula Hanle.