Tomo

just noticed that, mate you will need an investment in Avgas to fly her on navs, lovely engine..... lots of litres per hour, big aeroplane, goes like hell empty.David

210's quicker.... :big_grin: ;)

Love it C, Here is the J120 I use.

An exercise for all pilots reading this forum...Put the empty weight of your a/c# ------ (283kg)

 

Put the weight of the tiedown/sparetyre/toolbag ----- (5kg)

 

Your weight ----- (65kg)

 

A 95kg passenger ----- (95kg)

 

2 hours of fuel (2x "X" l/hr)x0.72 ------ (21.5kg)

 

Add it all together ------ (469.5kg)

 

Write the MTOW ------ (500)

 

Answer the question "are you operating legally??" ----- Yes :big_grin:

 

# if you dont know the empty weight, you are a test pilot!!

G'day Dave,

The one I was circuit bashing in was the old barn door type, with 40 flap. Mind you I was generally only using 30 flap on most landings. I did use 40 on a few, but you'd have to make the circuit even smaller!

I'll be concentrating on short fielders and stuff next time, so that will be fun.

Yes, my (Aviation mechanical) Boss has a C170, neighbour has a 182, and I'll be using a friends 206 for the Nav's or whatever. Also know a guy who has a 180 that I'm gonna wing a ride in some time.

Can't wait to try on some more...

Ps. My Mum's uncle (my great uncle? ) is looking at getting a C195, check them out, not bad at all.

G'day Jim, if I had to, I wasn't actually told about it... the 50 minutes with the CFI (Bryon) may have been a test... I dunno.

As for training area test... not sure what that means. That stalls and stuff? Or just so you know where to go?

Cessna's an big circuits... wonder why?

The other day I was flying smaller circuits in the 172 than I do in the Jab, as the 172 will descend a lot quicker with that flap, whereas the Jab full flap still glides relatively well.

Yes, it's been running around the airwaves now for a couple of weeks, but I still haven't heard the exact details.

Matt Hall's site has a bit more, but pretty similar to everything else at this stage. Red Bull Air Race to take a break in 2011  | Matt Hall Racing

...causing Darky to turn light with fright...

Not Bad John, that is certainly some x-wind!

Lots of good answers here, but there's something else just as important as getting a good instructor; it's being a good student! If you don't understand something and you don't ask (again and again), then you're not a good student. If you dismiss something that you're told because you think you know better, then you're not a good student. If you go off in a huff because you've been ticked off by your instructor, then - you've guessed it - you not a good student. How do I know these things? Umm, because I'm not a...

Well, I find there are two aspects to a good instructor. One is that they are a good teacher/trainer - explain things well. The other is they have excellent flying skills and very high standards expected from their student. Of the two the indispensable one for me is the brilliant airman/flyer. Both would be nice . . . but you can't beat learning from a masterful flyer.

I'm not particularly comfortable standing near the edge of a tall building, or cliff... but if it has a rail or something I'm right. I'm usually more scared of my younger brother or sister failing off than myself! I've had to grow used to it though, as when you're climbing over tall machinery, up silo's, working on tall buildings... you just have to grin and bare it! The view is often worth it anyway.

I took three people flying on the weekend that were scared of heights, I said it was ok, cause most pilots are!!

The only real time you will feel you are falling, believe it or not, is on climb out if you look down. It creates a reference point or something, and then vertigo sets in, then fear... etc As soon as I take off they usually hold onto you (similar to what you did I guess Chrsq) I don't mind it as long as I can still operate the controls!

Quickly get them to look out, rather than down, and it will help a lot. Once you're up and above 1000ft it doesn't seem to have any effect with reference to the ground. Coming in to landing doesn't seem to bad I found, as they are looking out the front, and I usually talk them down anyway, so that may help.

Sorry about the rambling, but Go for it Jab, if on your first couple of times you feel weird, look out the front/ horizon and not down. It will help a lot.

And if for some reason you can't handle it, and feel sick, just tell the instructor and he will land, you aren't obligated to do a 'set' amount of airtime, so don't force yourself all in one hit, as you don't want to scare yourself of flying, rather, you want to slowly get used to it. And trust me, you will. (We did the same thing for my Mum, she used to get sick quite easily, or feel sick, and it just wasn't fun for her... so we just did little bits at a time. Now it doesn't effect her at all.)

Take care, have fun, and let us know how you go! :thumb_up:

Fair question - theres no government myFlyingSchool website Word of mouth maybe helps but -

 

People don't generally train at multiple schools so can't make a meaningful comparison.

 

Students are inexperienced so can't recognise any deficiencies in their training.

 

Most people want to think they were well taught & hence typically rate the school they learnt at.

 

Pretty much every school will have had students who didn't work out - they are unlikely to recommend that school even if the problem wasn't their fault.

 

A school recommended by one student might not suit a different person.

 

Visit as many schools as you can, talk to them & form your on impression

 

Sorry for the Microsoft* answer !

 

Cheers

 

John

 

* see Funny Jokes : Helicopters and Microsoft for explanation

Agree and that link was excellent! :thumb_up:

I've had half a dozen different instructors beside me, for getting signed out on aircraft, different schools etc...

Obviously we all learn different, and an instructor that can change and work with a student is the one that will be the best.

There is a skill to teaching, sometimes it's obvious in a person that they are good at it, other times you need to be around them for a while to see what they're like.

To be effective I believe you need to have a level of - taking a person out of the comfort zone a little, but also maintaining their confidence. Once a person looses confidence in themselves, they don't learn. And they also don't learn unless they are taken there; mistakes are made and so on... Encouragement will also go a long way...

Really the only way is to go and have a chat, go for a fly... do a joy flight with them, see how they fly. Or TIF, I like having them fly for a bit, then swap over, that way you aren't concentrating on trying to do the right thing, and forget to check things out.

Or you could do the Bob Tait Practice Cyber exams - though I believe you need a work book, which will be a bit tricky to send to you...

If you go to About Bob Tait's Practice Cyber Exams you can have a read up about it anyway.

I'm not to far from doing the Exam myself actually... so looking to go this way to see how I go.

Thanks Dave and Moy.

C172 is a big jump from a J120, any reason you did that? A C150/2 would cost a lot less and a lot more balanced on the controls. The C172 has quite a heavy elevator compared to the aileron and the C150 has a relatievly lighter elevator and rudder. I am told the rudder in the Jab is quite heavy compared to the C150.

I may have that added benefit of having flown a reasonable range of aircraft before hand, so the change over wasn't to hard.

The difference would be, you fly something like a Jabiru a lot more, whereas the Cessna you just sit there and wait, even in a crosswind it's pretty stable. You still fly it, but the amount would be a lot different, just like you fly a Dragonfly a lot more than a Drifter, and a Drifter more than a Jab, and so on...

Just have to thank those who helped me out on Sunday, extremely helpful.

From letting me hang around waiting for the weather to clear, local information. Lending me a vehicle to get some lunch etc...

The guys at Kilcoy "JG" and others, thanks so much for your help, lending of a phone to save my power etc...

I appreciate you all, makes it all very encouraging.

Hey JG, no I didn't steal it the other day.........

Talking about log books, I left mine at my Uncle's place over the weekend

Thanks to everyone, very encouraging to me, a lot of you would be responsible for what I know, so thanks a lot. :thumb_up:

So now you know it is easier to fly Cessna than a Jab, would you agree?

But, for what it's worth, the Cessna sits where you put it, do the numbers and it basically stays there on the trim. More inertia so takes a little longer to slow up, hold off and landing is pretty straight forward, but a lot stiffer on the elevator!!

The rudders are quite stiff compared, but you see the size difference and you can see why!

I dunno, if you look out the front, you just do what you need to, to keep it doing what you want, no matter what aircraft you fly it all goes pretty well.

I enjoy the J120, it and me get on well together...

You say "Lesson 2" and you're already doing solos?

I hope to start PPL training in August. I had a meeting yesterday with the CFI and she said that there would be a quite a number of lessons before I could solo.

 

Well done Tomo

The CFI will probably just say that to make you certain of the situation, remember they need to see you fly first to have a full grip on how far you need to go. Unless of course the CFI you saw had already flown with you etc...

Like I said though, it was a pleasant surprise to myself, as I didn't have any idea he would let me solo that soon.

Do your medical asap!!! and then tell me everything about it pls :P Need lots of helpful tips :-)I made the great decision of not getting medical yet, nearly ready to solo... so now to scared to go medical incase i fail... thus wasting quite abit of $$ so far (if i do fail) :(

Unless you smoke heavily, drink heavily, take drugs, or suffer from some serious bodily issues, I'm sure you'll pass quite ok. If Can read a book or your computer screen, or the instructions on the back of a match box without to much difficulty, you should be fine.

Just go do it! The hardest part is handing the money over...

Welcome Dick, great to have you, You'll come in handy I'm sure! :big_grin:

Take care,

Tomo, yes, machinery. If Don Bourke was to view my garden I would be arrested.

And cool, I'm a Diesel fitter/Mechanic too - pulled the hydraulic pumps off a L70C Volvo loader today, removed the top end of an M11 Cummins. And did the brakes on a Nissan patrol...

I love it.

When we went to Temora, I got Mum to take a cushion just incase she gets a sore back. Well she used it from the start, so didn't know any difference, but it was ok for her there. Would have been almost 6hrs in it in the day.

I don't seem to have any issues, though I have tried a cushion once, but it just made it a little tight length ways. As I'm about 6'.

Foam would be your best bet I reckon. Or just a small pillow/cushion.

Well, this time I flew over to Caboolture in the Jabiru 120, left Dalby just after first light Friday morning. Beautiful flight over there, with a tiny headwind. 1hr and 8 minutes it took.

Landed, tied down and went to have a drink and chat with Bryan. Discussed what we were going to do, briefed etc etc... I went and pre-flighted the aircraft - C172

He came out, and we piled in, ran through the checklists, gave him my pax brief, fired up and taxied to 12. By the time we got there, temps were coming up. Runups, pre take off checks, take off brief, entered lined up and away we went.

Around we went, him ironing out the bad bits in me, and getting me to do this and that. First landing wasn't to bad, but approach and decent was a bit agricultural, so worked on that next time. After the 3rd time around, I had finally worked out the sequence needed to do almost hands off set up for approach and decent. Fourth landing something went pretty haywhy and I bounced it, didn't like the look, so hit power. Discussed what went wrong as we were going around again. After that everything fell into place as I was starting to get the feel of what this thing can and can't do, and what it does and doesn't like doing. Next one he did an EFATO on me, set it up for a good as it's gonna get landing spot. Happy, power back on and around we went again. This time power went mid downwind, made a glide approach and landing on the strip - best landing I had done he said. Away we went again, this time he made me pull over after landing. And asked "Happy to do three circuits on your own?" Yes!

I was a little surprised at that actually, since I had started off a little rugged, and after only about 40 minutes with him, (total dual to date was only 1.8hrs, which was also my TT in this category of aircraft).

Anyway, let him out, and taxied back to 12, took off, did the three landings and taxied off the strip, got the thumbs up from Bryan who stood and watched. Parked and tied down the aircraft. Then went and had a brief discussion on what we'd done, questioning on this and that etc...

Had a bit to eat, stretch of the legs, then got the ok to go and do as many circuits as I wished. Got the aircraft ready again, taxied out and did an hr of circuit bashing, and really getting to know this machine I'm now hurtling around in. Played around with a few flap settings, landing styles etc, and really got my numbers down pat. As people will tell you, if you fly by the numbers on these things, they do the rest, how true.

So after that, went and tied down again. Had a bit of a talk over a few bits and pieces. And that pretty much covered me for the day, as he was off elsewhere.

In summary, it was a pleasant surprise for me to be let loose, as at first It was a pretty full on few circuits, getting to know both the aircraft again, and also him. But he is a great guy, to the point, but with some humour in there which helped a bit till I could do things fluently.

Was going to do Short fielders and a few other bits on the Saturday, but when my time came, it started raining, so cancelled that.

I now have to decide whether I want to do the GFPT test now (General handling), or do it all when I do the PPL test, (Nav's + General handling). It is up to me to decide what I prefer. He generally encourages people to do their GFPT, so it gets the general handling bit out of the way, so all you have to do is the Nav's at PPL time, Less stressful. I'm not sure which way to go yet...

Fortunately I was kept fairly busy on the Saturday taking family and friends flying in the Jabiru, that was heaps of fun, and was a good way to get myself used to the area a lot better. I was going to go home Saturday afternoon, but the weather had other ideas, so I gave up that idea.

Sunday was another interesting day, I did get home - it took all day to cover an hrs flying distance - But that's another story!

G'day Gribble (nearly wrote dribble...) Fantasticly great to have you :thumb_up:

Welcome along... and you'll find us a looooooooot different to Mr Pprune, so ask all you want, remember the questions you ask, often help others as well :big_grin:

One question from me though... you say you're a plant mechanic, I take that as machinery, not the nursery type plants? As I couldn't imagine working on a leaf...

Which reminds me, smoko break is nearly g...

Mailed my SPL application to CASA today...now just to wait and see how long it takes them to lose it

Looking at your Avatar, I also see you got a hair cut :thumb_up:

At a high school in Montana a group of students played a prank on the teacher by letting three goats loose in the school.

Before they let them go they painted numbers on the sides of the goats: 1, 2 and 4.

Local school administrators spent most of the day looking for #3.