Tomo

If you check out this old thread, I did put a picture of the molding of it on there...

http://www.recreationalflying.com/forum/jabiru-users-group/14795-jabiru-single-seater-highwing.html

Not sure if there is anymore progress with the acft though...

Yeah, he was putting a 2cyl Kawasaki engine in the single seater that there playing around with...

Well chaps, I was a Western Aussie last week...;)

Not a bad place really, Went to Perth and surroundings and had a bit of a look around, went on a pinnacle and sand dune trip in a 4x4 Truck/Bus, it was a great day out, and I'm sure the driver was Very Thankful we were on it..! 'Cause we broke down about 2hrs out of Perth! anyway being Diesel Fitters (there was three of us, Dad, Brother, Myself) got the thing up and away in not to much time............

For the other Tourists it was the highlight to the day I think, I don't know if we've ever had so many photographs taken of us in one go...

Anyway Had a great time...:thumb_up:

Ps. One place to go and have a look at when your in WA is the Jandakot airport... Man! I just stood there and watched aircraft takeoff and land like it was going out of fashion... and to see all the aircraft parked around the place, it's a real big eye opener for a country fella...:thumb_up:

Was trying to go out and have a look around Serpentine aerodrome (I think thats the one), but ran out of jolly time:crying: Next time hopefully:thumb_up:

Cheers...

, white , white, white....

You follow the white road to the white township, being careful to observe the white fields so you can distinguish between the that white area with the white one over there... Gee, I'm turning white just thinking about it:laugh:

Ps. I wonder if they use white wind socks!!

Sorry everyone, I did actually mean bottom right, I got a little mixed up ;)

:thumb_up:

with no previous piloting experience, ]

(I think the image in my 1st post has the same layout as this)

Instead of the VSI, it's got the EFIS system in the ASI spot...if you can get what I mean by that.

I like your idea there Nick,

but I was thinking it might be better for you to get a picture of the actual J-230 you will be flying in, reason being, is that because there are a few different ways of setting up and instrument panel in those things, different layouts etc... so if you would like to get accustomed to the aircraft you will be flying, that may be a better way to do it. Just a thought though...

damn, missed it... if only i had seen it earlier....

Welcome Swanny...

I had the same difficulty choosing whether to learn in the Drifter or a J120, I decided to give the Drifter a go, and Boy it was a great decision, The Drifter is a fun little aircraft to fly, Keeps you on the ball, especially when its windy... and it certainly teaches you to use the rudder... And if the "outdoors" thing is bothering you at all, you just have to give it a go and that will soon change...

But which ever one you choose, I guarantee you, you will enjoy it!

I would have knocked him flat if he was a little bit higher up in the country....

Are the pilots volunteers or paid?

If you go to Home - Mission Aviation Fellowship you may be able to find out a bit more.:thumb_up:

For all you NSWayley's This may be something of interest to do tomorrow...

Mission Aviation Discovery Day

Join us for an action-packed day!

Saturday, 21st February, 2009

Camden Airport, Camden, New South Wales.

10.00am (UBD Map 303 L9, Sydway Map 345 H16)

Flyer available for download here.

Mission Aviation Discovery Day - Mission Aviation Fellowship

Just thought there may be a few around here interested in knowing this...

Severe Mission Pilot Shortage Threatens Lives in PNG

A sudden drop in pilot numbers has struck Mission Aviation Fellowship in Papua New Guinea putting the lives of people in remote communities at risk.

The normal level for pilot numbers, 20, has fallen sharply to less than 10 due to illness, pilots undergoing training, pilot families on furlough or simply a decrease in new pilot applications.

Mission Aviation Fellowship (MAF) has worked in PNG since 1951. Once the largest of MAF's international programs, PNG has now shrunk to ‘smaller than average' in a land known to many Australians as ‘Africa on our Doorstep'.

"At a time when the need for the services provided by MAF is greater than ever, the ability of MAF to meet that need is diminished," said MAF Regional Operations Manager, Stephen Charlesworth.

"In addition to more routine work, we would normally carry out at least 400 medical evacuations each year, more than one a day, across PNG. But with the number of pilots and flying hours greatly reduced in 2009, it means that the lives of people in need of emergency assistance are at greater risk and, in some cases, being lost because we can't reach them."

A typical statement from village leaders about the ministry of MAF is: "If MAF did not come here, people would die. It's that simple."

But current figures show the number of MAF bases in PNG down from eight in 2007 to five; a drop of 10 per cent in total hours flown in 2008 from 2007 and an 18 per cent decrease last year in passenger numbers.

Program Manager Patrick Williams said it was hard to accept that MAF had become so much smaller (in PNG) in such a short space of time.

"We can no longer do everything that we used to do," he said.

"That leads to frustration and disappointment for all our customers across the country. It means that vital work does not happen."

Mr Williams said press releases and communications with bush communities in PNG were going out in an attempt to explain the current situation which includes a shortage of trained engineers.

"I would also ask our supporters and church members in Australia to pray for the challenges that MAF currently faces in PNG and that we might continue to fulfil our vision of seeing isolated people transformed in Christ's name," he added.

don't know if there are suitable ones with a 150mm i.d.

Went around to one of our suppliers this morning and the 150mm I.d x 210mm O.D, ball bearings are around the $370 dollar mark for a non sealed bearing, sealed is a bit more on top of that I presume... they also have thrust bearings of that size as well, but would be pretty exy also, I would think....

I didn't price any taper roller bearings, but I would think they would be very similar in price...

Anyway there's a few statistics to play around with, you can pretty much get what ever size bearing you want, you pay for it that's all... At the moment where doing a final drive, and the I.D of two of the bearings in it are about 12", 300mm...!

Like Doug said, C'mon fella's let's get some feed back from you...:thumb_up:

My neighbour's friend landed his Trike like a helicopter.... Full throttle into the wind and he wasn't even moving forward... Yes it was a windy day!

how do you do that attached thumbnails etc.

If you clicked on the "Quick" reply, you will need to go to "Advanced" down the bottom next to the submit reply thingy...

Or you can just press the "post reply" one on the bottom left hand corner of the post...

Then up the top where you can change your different fonts...etc... you move along to the right, and its just next to the smiley face... Looks like a paper clip... click on that, and yeah... just follow your nose from there and It should work:thumb_up:

Hope that helps...

I've quickly made up a bit of a hub assy on the lathe, using wood so I don't waste any steel...

I don't really know why I did it exactly, but thought you might want to have a look anyway. I haven't bored out the middle on the (will be tail boom sleeve) section, that's why it's still solid...;)

Also I made a bit of a recess for the bearing to rest against on the sleeve section, that's why on the photo where it's standing by it self, the bearing is staying there, it's sitting on the ledge. Also the bearings are just old wheel bearings, that's why there the tapered type with, cup and cone... they would be an ideal bearing to use, except they have got to run in either grease or oil.

The groove in the big bit is just where I put a smooth V belt groove in, just for the heck of it:big_grin:

Anyway, Hope I don't annoy you to much...

1, thrust is still side on to the bearing, not good in my opinion.

If you are going to make another bit for your two bearings, that would make it a lot better, at first I thought you may have to nearly weld something onto the tail boom...or drill a hole through it, which isn't a real good idea...

Ok, I've printed out your picture, and then drawn in what I thought (very roughly mind you!) then scanned it, and hopefully it's attached it self...

I Just thought of this idea because, it might be easier to do this than try and put some sort of shaft out the side of the tail beam for the other small bearings to attach to. It would probably nearly all weigh the same when you consider the bits required to do both designs...

I hope you can understand my scribble.

Thanks Guys...

Yes Bob is a great instructor...

Whoops! sorry about that Doug, should've fully read the text through...

Concerning the thrust bearings, would it be better to actually use one thrust bearing around the tube, fitted like the main bearings... that way its a lot less fiddly, maybe?

Just a thought...

10th Feb, 3rd lesson:

Arrived at the hanger at 0630, had a half hour briefing on different speeds (using elevator to control speed, not throttle). Then went into a bit about stalls/incipient spins, etc…

Out to the aircraft, did the pre-flight inspections to make sure it was air worthy. Climbed in, strapped up, started the engine up. Checked wind direction and decided to use runway 31, so did my taxi call, and taxied to the holding point. Pulled up to do our run-up checks. Entered the runway, and took off, doing most of it myself… we then did a climbing orbit to the left to head out to the northern training area.

Once established at our height (3000ft), we then went through the speed control thing that we talked about before the flight. (Elevator controls speed, not throttle), so to demonstrate that, at full throttle I pulled the nose up until we were only doing 40kts, then with the throttle off, push the nose down to do 70kts…

I was then required to do a few 360 degree turns back to my original heading, doing that both ways until I was able to roll out at the right spot. We then did a few gliding descents, to get me used to the approach speed and angle for landing…

Bob then showed me some steep turns, and there affect on changing the stall speed dramatically. But before we commenced any of the stalls, we had to do our checks, and that is in the order of “HASEL†– Height, Area, Security, Engine, and Lookout - (consisting of 180deg turn one way, and then another 90deg turn back the other). Then the stalls began… doing them at various power settings, and turning angles, also showing how excessive rudder in a stall turn will start an incipient spin… (The reason for doing all this stall stuff is to show me the behaviour of the aircraft just before it stalls, and also to show me how to recover from the stall with minimum height loss…)

After doing all the above for a while, we then headed back toward Dalby, and the aerodrome to do some circuits. Also to try my hand at some touch and go’s. I only did three circuits before we had to land for a full stop, and head back to the hanger. Had a de-brief on all the manoeuvres we had performed in the last hour and a bit.

Filled in my logbook, to which I now have a grand total of 3.4hrs!

Total Hours of flight: 1.10

17th Feb, 4th Lesson:

Turned up at 7.30, due to a few showers about, and not knowing if it will clear up enough for us to get up, but thankfully it did…

Checked off the Drifter, fuelled up, did a fuel drain to check for water, strapped in, and started up. Made a taxi call to runway 04, (before entering we did our run ups and checked both mag’s, etc…) We entered and made our backtracking on 22 call, to which we then tracked to 13, backtracking on that as well. Did our pre-take off checks (which in the Drifter only consists of, boast pump on, and check harness is firm) eased the power on to full power, relaxed stick pressure to allow tail to rise up, and then lift off and climb out at 50kts. Did a left hand climbing turn and headed east climbing up to about 2500ft.

We then did climbing and descending turns. After a bit of that I was then required to do practise landing approaches, getting the gliding at 55kts into my head, so that it comes second nature… doing imaginary circuits over paddocks.

It was then time to go and try it out for real at the airport. My first circuit went not to bad, but I flared a bit high for the landing, and if it weren’t for quick power application and control from Bob, we would have been bouncing all over the place… whoopps!! Added power to commence takeoff, and found out that you’ve got to hold a lot more left rudder then I have been doing previously, kept it a lot straighter once I discovered that…

We did another touch and go, turned out a lot better than the first, but not real flash on the takeoff this time, I released the left rudder on take off, (forgetting that you’ve got to hold it on the whole time!! Not like in a turn when you centralise it!) Which had us heading all over the runway. (Thankfully it’s reassembly wide!)

My full stop landing went surprisingly well; even felt a lot better, pity it was time to stop…

I only did .90 of an hour this time due to the weather situation, but I am getting much more relaxed with everything. Looking forward to the next lesson very much.

Total lesson time: 0.90 hr

Total logbook time: 4.30 hrs

:big_grin::big_grin:

Looks good... I reckon that should surely workout...

Will you need a thrust bearing of some sort??

If your previous hours of training were put into a log book and recorded, then I don't see why you can't use your previous hours...

But It does all boil down to your competency in the whole thing (I'm pretty sure), you may need to go through all the steps again just because you aren't up to scratch with controlling the aircraft, but then again you may pick it up straight off... depends on how well you remember everything I guess, and how much of it will come back to you.

I reckon if I was in your situation, I'd go and have a TIF, see what the instructor reckons, and go from there.

Just my 5cents...

Cheers,