skippydiesel

On "away" trips I carry two empty 20l collapsible (bladders) jerry cans. Essential for off field fuel pick up. I have heard of pilots who have fitted them with in flight fuel transfer capability but not me. As for legality? no idea.

Dont forget, it was the Nazi invasion of Poland which finally got the "Allies" to declare ware on a psychopathic leader

On 02/03/2022 at 9:47 AM, RossK said:

Looks like its been in an open ended hangar for some time, going by this pic

Dirty SR22

Looks like a farm so lots of beasties, small & not so small will abound -doesnt take long for webbing spiders and bird dropping to appear.

Very low hours 

Need to get the stall well below 40 knots to do something about the landing speed.

1 hour ago, kgwilson said:

I  flew a Jab 230 a couple of times during conversion from GA and found it quite a pleasant aircraft to fly. With an empty weight of 370kg payload in the RAA 600kg category is not startling but it has 140 litre fuel capacity, a ton of room and it glides as well as many RA & GA aircraft at around 10:1 & the 120HP engine performs well to give it pretty good climb performance at over 1000 fpm 1 up. The airframe is one of the strongest around. Jab knockers will always have negative comments.

Yep! A great airframe, loads of room (but is it practical/usable in flight?) stable in flight, hands off in cruise -  just needs more GG's up front and a more effective flap. Didn't have a chance to judge X wind performance.  Your 1000ft/min must have been on a very good day & very lightly loaded. Fuel capacity is relative to consumption, means nothing on its own. It may perform as well as many (motherhood statement), unfortunately it also does not perform as well as many. Its best feature is its purchase price - big bang for the buck (here in Australia). I'm not knocking it, just telling the way I see it - I know of at least one GA registered, kit build, with Rotax 914/CS prop that performs very well.

Yah! I too have had a few hours in 152/152 Aerobat's - fun aircraft but after flying an ATEC Zephyr (& soon a Sonex Rotax 912ULS) I would never go back to a Cessna.

34 minutes ago, marshallarts said:

I guess an obvious candidate here in Oz is the Jabiru.  It has always seemed to me that the factory-built 230D is somewhat crippled by its 600kg MTOW, especially as the same airframe (I believe) is rated for 760kg if you build it yourself as a 430D.  I assume it would still be limited to 2 seats in RAA, but even with that, all that extra payload would represent a huge increase in the usefulness of that aircraft.  And if they could just bolt a Rotax 915iS onto the front...😁

My BFR was due a few months back - being short of a flying aircraft at the time, I thought it might be interesting to do it in a Jab 230. My overwhelming impression - gutless wonder. Sure if you have enough runway,  it gets of  the ground, however the climb, even with just two on board, is anemic and it lands like a high speed brick - not impressed. 

I guess its fun to speculate about the aircraft that can now come over from GA to RAA but in reality there are few advantages for them to do so . Combine this with their usually much higher operating costs & lower performance, than most RAA level aircraft in the 80-120 hp range, they do not present as attractive acquisitions.

8 hours ago, marshallarts said:

I would have thought anything with MTOW=750kg would not be "cheap".  There are a couple of Liberty XLs for sale at the moment, that have MTOW very close to 760kg.  Certified aircraft, based on the Europa homebuilts, so all composite, and reasonably well equipped, reasonable performance.  I reckon they would be quite nice.  But cheap?  No, not that.  I guess this means that a homebuilt Europa would (might) be able to move to that category too.

Many Europa's are already on the RAA registration - a bit suss as their stall is right on the 45 knots (if you believe)

Many years ago, at a Condobolin Fly In, I used one of these for shade (probably in the low 40's that day).

Dick Smith, who flew in with a mate, in his corporate jet, mistaking my stance (idle) as being proprietary - complimented me on my aircraft. After thanking him I confessed that my ownership was, at best, transient.

1 hour ago, KRviator said:

South Grafton I think is, they're only 1000m from the river, but I had a look at the NSW Gov't SIXMaps page just now and it looks to be protected by a levee bank along the river - but if water gets through or around that, all bets are off I'd imagine!

The latest BOM plot for the Clarance River at Grafton shows it to have just peaked at around 7.8m - which is 3.4m above the major flood level. It's now trending downwards slowly, but that may well rise further if they get more rain in the catchment.

There are two Grafton airfields - I get confused (hopefully not when landing) There is the small one that's almost in town and the bigger  RPT one some distance away. Its the small (in town) one, that I visited years ago & remember as being close to the river.

Am I correct in thinking thet rockets dont have much of a recoil - perhaps Jabs, almost invisible to radar, as rocket launchers might be the way to go.

On 24/10/2021 at 4:49 PM, turboplanner said:

...after ten years you think it's not?

 

So you just accept an injustice because its been around for a while?

Its history(sad)  for the aircraft above - what of the airfields, in the path of this deluge,  further south? Isn't Grafton pretty low  & close to the river?

Thread Drift ! - what thread drift?

Don't forget the price of oil/fuel is likly to go through the ceiling!

Non of us e know for sure how we will react in an emergency but this pilot pretty well ignored all the basics;

Only 1000 ft above undulating heavily treed terrain ("Tiger Country")

No real exploration of controls - power may have arrested decent allowing a return to airfield or more open country/landing options

Flaps didn't come down - slowed his landing possibly far less damage than what occurred.

An  additional observation; 

No proper section for RAA (recreational) level aircraft - most of the people on this Forum will be involved with aircraft in this category

I find it quite extraordinary that criminal actions (for that is what they are) of the big end of town,  like those kgwilson mentions can be overlooked by paying money AND on top of that a sacrificial lamb (CEO) is paid enough to quietly retire into luxury 62 times over.

We live in obscene times when human life, contrary to all our moral teaching, is actually worth very little in the face of greed & the lust for power.

Me thinks we have not evolved much past our knuckle dragging forbears.

It is past time for us as species to revaluate the mechanisms by which we elevating individuals to power & authority - why do nearly always select psychopaths?

I dont envy the crew one little bit. There may have been valuable lessons learned about mechanical endurance/fitness as was/is the case in factory sponsored car/vehicle competitions. 

One of the ongoing problems in Australia is the extraordinarily powers delegated to some bureaucracies, without adequate independent oversight.

Added to this is the unwillingness of Government to do anything about it. It usually takes a disaster (or multiples thereof) to start change (which is all to  often railroaded before proper reform is implemented).

Just a reminder to all of us plebeians - Government AND its bureaucrats are for hire 

On 20/02/2022 at 7:46 PM, Markdun said:

Maybe the pitch forward needed to offset the pitch up from full thrust is built in for the Airbus so in case of EFATO, there’s no rush to push the stick fwd to avoid a stall like you have to do in a Thruster?

Having built several engine out the front aircraft, I know that thrust line adjustments of the engine are usually needed in most aircraft builds to minimise throttle pitch effects, and this is true for low, mid and high wing aircraft.  It all depends on the displacement of thrust from drag vertically.  And you can make small adjustments with washers under the engine mounts (or failing that modify the engine mounting).  It also depends on what the pilot finds acceptable. On my mid-wing Minimax I adjusted ad-nausea to the point where power changed pretty much affected rate of climb/decent but not AoA or speed. The Corby (low wing) tends to pitch up with the throttle over 100kts with its zero downthrust, as does the Cygnet (shoulder wing) despite its (from memory) 3 degree s of downthrust.

Are you suggesting that engine alignment is the primary cause of increasing pitch up with increasing air speed??

4 hours ago, Geoff_H said:

I believe that the problem that we have with CASA is the way it is set up.  For the safety of the airways!  A public servant responsible for anything is a hopeless situation. They will overprotect their backsides without any wish to get meaningful operations.  One situation I know of is with Cri Cri aircraft, lighter than most RAA aircraft but with 2 200cc engines, two foot diameter props puts the engines very close together. In most countries they are regarded as single engine, engine out is very simple, even the designer makes that statement.  CASA has refused to make this allowance.  Why help some people, they just protect their ass. 

Not all public servants my friend.

The most likely to have this "attribute" seem to make their way up the promotions ladder, to positions of power & influence. Boat rockers/change agents make little if any headway. The public service has many very good people - they tend not to get to the top of their service. Why? because the separation between politics & the public service has been eroded over time. Those that curry favour/bow to the political master of the day, move up, those most likely to speak the truth stay down - such is life. All Australian suffer. 

Until we restore the separation between the public service & politics, give proper protection to whistle blowers, this systemic corruption will continue.

I have had personal experience of a two people, different times,  being "parachuted in" to  roughly the same mid level bureaucratic position from completely unreacted bureaucracies.

Neither had any prior knowledge off or skills in, my departments core business.

They were quickly surrounded by the "mafia" who fed them all they needed to know, to further their personal agendas.

Perhaps if they had sufficient gumption to search out the people who would give them honest impartial information, they might have made some sort of a meaningful contribution but that's not what happened.