anjum_jabiru
-
Posts
144 -
Joined
-
Last visited
Content Type
Profiles
Forums
Gallery
Downloads
Blogs
Events
Store
Aircraft
Resources
Tutorials
Articles
Classifieds
Movies
Books
Community Map
Quizzes
Videos Directory
Everything posted by anjum_jabiru
-
No even with the switch off it works during the entire flight of 1 hr, well after the whirring stops. Bexrbetter - Yes I hv read the POH.
-
My understanding is that the switch is for gyro and to make the turn coordinator work. The confusion is that why does the turn coordinator work with the gyro / electric switch off? It should not move. But it does move correctly in the turn! May be it is electric as well as vacuum.
-
If that switch is meant for the turn co-ordinator then turning it on or off has no effect on the turn co-ordinator, except for the whirring sound. I have flown it with the switch in the on as well as the off positions and the turn co-cordinator works alright both ways. There is no other separate electric switch for the turn co-ordinator. The POH says nothing about it.
-
Hi Guys. It's me again. Please excuse me if this sounds dumb. On the Jabiru panel that I hire there is a switch for the Gyros, which when switched on makes a whirring sound. The turn co-ordinator and compass works quite well even when this gyro switch is off. I am unable to understand the purpose of these switches as there is virtually no effect on the turn co-ordinator or compass except for the fact that there is no whirring sound. Please could someone enlighten me as to the purpose of this switch and should I turn it on during flight? I would like to keep all electrical switches off if not really required to minimise the risk of any fire hazard in flight. Thanks
-
Aust Airfield Mobile App
anjum_jabiru replied to Admin's topic in Instruments, Radios and Electronics
Yaay...Well done!! :) -
You are spot on Nev.
-
If one suggests that someone is fit to fly alone after meeting acceptable standards that is fine. But if one suggests gaining some more air time then what is wrong with that? Thats is exactly the reason why RAAus recommends 5 hrs solo for cert. 10 hrs pic for passenger endorsement. PPL I guess requires 40 odd hours and CPL 150 hrs. It is about gaining more air experience before taking responsibility for carrying passengers. In principle it all makes sense. I feel this is on the understanding that a pilot with more hours solo would have flown those hours in a variety of different environmental conditions and self managed more risks as compared to someone with low hours. This in turn would make him more confident of handling any in flight emergencies, in the presence of passenger distraction.
-
Sorry sandman. I believe it is my fault.
-
Yes, that is why we have CFI's.
-
Yes Nev. As you said, during training in an RA Aus aeroplane one is mostly flying with their instructor hence the students are already used to the passenger's weight. In fact I find it much easier to handle the ultralight with both seats occupied as it makes it more stable in windy conditions due to the added weight; makes the ride less bumpy and makes it much easier to land in a shorter distance and slow down the aeroplane quicker as compared to doing solos. A Jab LSA tends to float down the runway indefinitely until it finally runs out of air (-speed) and settles down on the grass strip /tarmac. One strategy taught by my instructor is that if you do not touch down by the middle of the runway, it is best to go around. [Rather go around than make a spectacle of yourself, and there is no need to say why you decided to go around if you are really that ashamed!]. I think a similar strategy should apply to all take-offs as well. If you are not airborne by a pre-determined point, somewhere on the middle third of the runway, then abort take-off, especially on a hot day with full load / passenger.
-
My understanding is that RAAUS is for the everyday 9-5 man and to make it easier for anyone to become a pilot with enough basic training, without breaking the bank. Once you get your Pilot Certificate it depends more on self directed learning and how you make use of your post certificate hours. Where as RPL training is oriented more towards professionals. As Nong pointed out, RA accepts there is a difference in personality and risk management behavior between pilots, hence further endorsements such as passenger endorsement are based on further assessments.
-
I agree with you Nev. Iam definitely not a show off. My father in law is leaving in a month and I wanted to show him around before he left. My attitude towards flying is better safe than sorry. But I know what you mean. Some people do like to test the limits and deliberately put themselves and others in a dangerous position. Like the guy who was rocking his wings in mid air for no apparent reason! I only want to take him up and show him what the world looks like from 2000 feet above the ground with his son in law as a PIC and himself in the cockpit. This would be his only chance. And I want to be best prepared for it by listening to whatever my CFI recommends. I am a GP by profession and I understand only too well what it means to take responsibility for other people's lives.
-
Yes DWF, rules and regulations aside, I am with my CFI on consolidating my training before taking on any passenger.
-
My CFI's word is the word of Law for me! I know I can trust him blindly. He is best aware of my capabilities.
-
I simply love and adore my instructor and CFI. I could not have asked for someone better to train or test me. If my instructor and CFI think it is important to gain more experience after your flying test, then that is it! I am quite happy to build up my hours post test. In fact although this may not be the norm, I believe all schools should follow this policy as it helps churn out better and more confident pilots. A few extra hours don't harm anyone and can go a long way in making one a better pilot :) My CFI and instructor are the least money minded and the most student focused people that any one could ever come across. I am really very proud and extremely lucky to be a student of this school!
-
I agree one hundred percent with facthunter! I have 8 hours of solos in total including 1 hour in a AX2000 from 5 years ago. I guess a few extra hours won't hurt a lot though, other than making me a more experienced pilot. My CFI was overall quite happy with my general flying, although I did have a couple of queasy moments during stall demo, as I don't like the feeling in my tummy when the nose goes really up. For the same reason I don't go on to roller coasters. But on the brighter side I am really unlikely to get into such a situation because of my sensitivity to the queasy feeling I get during stalls. On the other hand, if I did get into a situation like that I feel that I would be confident enough to handle it in a Jab as I did today. After all, how many times do pilots deliberately stall their aeroplanes? Generally how many solo hours do most people undertake before going for their passenger endorsement?
-
He strongly believes that one needs to do more after passing their test to get a passenger endorsement. Generally 5 hrs pre and 5 hours post test.
-
Graemek - Your suggestion did not go down well with my CFI who rang up the RAA regarding the rules to give them a piece of his mind. Irrespective of what the rules say, his opinion as a CFI is that his students need to do at least a few more hours (a minimum of 5) after the test, before doing a check flight for passenger endorsement. This is to ensure that his school is taking the training and passenger endorsement seriously, and all in good intention, to ensure that their school pilots are safer and more confident before being granted a passenger endorsement. By the way - I PASSED MY FLYING TEST - YOOHOO :) Now for some more hours before doing a check flight and getting my passenger endorsement!
-
Jabiru LSA-55 Pilot's Operating Handbook
anjum_jabiru replied to anjum_jabiru's topic in Student Pilot & Further Learning
Thanks :) -
Hi Guys Does anyone have a link to Jabiru LSA-55 Pilot's Operating Hnadbook. Checked the Jabiru website. They only seem to have the handbook for J120 onwards. I have my test tomorrow and looking to update my knowledge on the aircraft's flying characteristics as mentioned in the POH. I had my solo class booked for today but decided to cancel it as direct cross winds of 10 knots (90' to the runway) had been predicted. Not sure if it was the right thing to do. But did not wish to damage the plane or my confidence just before the test. Thanks.
-
Thanks Oscar. You have made me think twice now, after learning about Geoff's incident. Never thought of an overheated fuel pump / how it can be a fire hazard. Fuel pump ON at take off and then OFF seems to be the best bet, and then ON again during landing checks, in case one needs to go around :) You guys are brilliant. I love this site. All of you are so experienced and informative. Good job Admin.
-
Frank - What you are saying makes a lot of sense. I am getting your point. The electric pump we have is just a back up and the reason we put it on during the take off is to ensure that we have enough back up available should the mechanical pump fail during the initial climb (the most critical phase of any flight). Once we are at cruising altitude, then we just use the in built mechanical pump by putting the electric pump off. And if by one's bad luck the in built mechanical pump fails, then use the electric pump as a back up! And during the normal cruise climb, the in built mechanical pump would deliver enough power for the fuel to be pumped normally to the engine, even if the tank is at a lower level than the engine during the climb. Am I correct in my understanding, and does this set up work even with a Jab LSA-55 which has the fuel tank behind the seats (at the same or lower level than the engine) and no wing tanks?
-
Yes, I always put it back on during the run-up / pre take off check. My concern is that do I need to put it back off once I am at cruising altitude and on leaving the circuit pattern? I am worried that in case I need to do a cruise climb and climb up further due to terrain, while I am cruising, then the engine position being higher than the fuel tank behind the seats during the climb, may lead to fuel starvation to the engine, lest I forget to put the fuel pump on in a Jab LSA-55. Hence I find it safer to leave it on during my entire flight. Also would my battery go flat if I leave it on too long, or is this not a problem as long as the engine is running continuously and probably charging the battery? I always check the fuel pump during the pre-start check to make sure that both pumps are working and taxi witht the electric fuel pump off. I put it on during the pre-take off check.
-
In a Jab LSA the fuel tank is at the same level as the engine, behind the seats. If the main engine pump fails during a critical phase and if you do not have your back up pump turned on, will you not lose engine power due to the fuel supply being cut off? Is it not best to leave it on rather than take a risk if the tank is at same level as the engine?
-
I guess it would be the right thing to do. Why take a risk of forgetting to turn it on? Its best to leave it on of it does no harm.
