Great video. The only sugestion i have in RT is to : ***** Radio, plane call sign(if time) mayday mayday-engine failure, position, landing ***** runway. This will inform everybody in the circuit/ground you are in trouble and landing.
Another great video Steve. With 27 hours under my belt at Aldinga I'm now nearing the end of my RPC lessons and looking forward to being able to take family and friends and show them what theyve all been missing out on. Still have my sights on a Jabiru myself mate, hopefully we don't need to do this for real but if we do practice makes perfect hey.
Great stuff Rob, your almost there. Yes I can’t emphasise enough for practicing these exercises, so many pilots get their certificate and then forget about staying current on the emergency procedures. Even now at 2K hours + I still practice engine out training regularly, it actually becomes fun & of course keeps my just in case skills sharp. Good luck with your final hours and don’t rush into buying an aircraft, try a few different ones first. Cheers Mate.
Engine failure is an emergency and warrants a mayday call. The word "Mayday" is instantly recognisable and triggers the listener instantly. My 2 cents. Carry on good work.
Hi yes I agree with your comments here and depending on where I am in circuit (UW, CW, early DW) I would definitely call mayday, but mid to late DW or base where I can easily get back to be honest I personally probably wouldn’t. However I think as you said correct procedure would be to call a mayday no matter where I am in circuit. Thanks for your input, this is the type of conversation student pilots need to have with their instructor to make these decisions second nature 👍 ✈️
Good demo. However try it dead stick , there's more drag than you think ! Most folk will undershoot. I fly gliders and power and I still think the typical PPL training for engine failures is completely inadequate. Plus the circuit pattern itself is generally to large. A lot of aircraft won't make the runway from 1000ft on the downwind !
Gday Jules, thanks mate. Dead stick on purpose at this particular airfield is not looked upon fondly so I don’t upset the apple cart. Quick note though this particular aircraft (Jabiru SP470) actually glides better when I totally shut it down, I conduct these opps regularly at a private strip that I fly at. I agree with your thoughts re 1000ft, I see so many pilots doing large circuits that would have no hope of getting back with an engine failure. The other common problem I see is pilots not bringing their circuits in closer during high winds, one of the first things you as a glider pilot would have been taught no doubt. It will never happen but it would be great as part of getting your certificate to spend a couple of hours with pilots such as yourself to give powered pilots more of an idea on gliding, I as a powered operator did just this many years ago and it was valuable training . Thanks for your comment, anything that adds to the safety of new and old pilots alike can only be a good thing . Cheers
I would go out to a small airport that typically didn't have any traffic during the day and practice deadstick and not drop the flaps until I had the runway made. That was in a 172P. I never understood people taking the risk of flying a large pattern and then dragging it in at low altitude. That's asking for problems if the engine quits. I would rather be a little high and just slip it if necessary.
Hi Mate. Private pilot from NZ and recently moved to Australia. Was thinking to pick up a jab for hour building, however, read many stories about reliability of the engine. Would you mind sharing your opinion in your time as an owner. Also, what's your point of view about rotax conversion?
Gday, yes controversial topic for sure. Shooting from the hip, I’ve had almost 2K hours on 3 different Jabiru powered aircraft I’ve owned. Fortunately I’ve never been caught out away from home base, I’ve come close but picked up little issues before they’ve turned into big ones. Personally I like the motors for their simplicity and ease of servicing but am aware of their shortcomings , valve issues from being run too hot. This is a factory mistake for not making EGT’s mandatory, a massive oversight on air cooled heads, piss poor charging and ignition system, non keyed flywheels on earlier models. Look despite all these issues and more they are still with minor doable mods a good little lightweight easily serviced motor that operated properly will give many hours of fuel efficient service. However a major issue is getting spares, Jabiru have very little in the way of parts. As far as Rotax conversions, I’m a big fan of Rotax stuff, I’ve had 5 Rotax powered aircraft and they’ve looked after me well, spares however are bloody expensive but available and usually only a few days from delivery. Hope this very long reply helps with your question, feel free to email me for anything else I may be able to throw into the ring, cheers. howtoinfive@gmail.com
Hi mate, it’s an 02 SP470 which is the old 3 model with a longer fuselage, larger rudder & fuel tank. She’s still narrow in the fuselage like the earlier models, some people confuse it with the 170’s but it’s smaller and lighter but with the same wing span. Can get a bit squeezy with two larger people on board but not too bad . They (as in Jabiru) also did the SP500, same physical size but with the 6 cylinder motor .
Good point! we just pull over, well we would if they ever stopped which is very rare. Will have my review of the Royal Enfield Himalayan up over the next week or so Alex. Cheers.
Great video. The only sugestion i have in RT is to : ***** Radio, plane call sign(if time) mayday mayday-engine failure, position, landing ***** runway. This will inform everybody in the circuit/ground you are in trouble and landing.
Great advice, any input is valuable for new and seasoned pilots 👍
Another great video Steve. With 27 hours under my belt at Aldinga I'm now nearing the end of my RPC lessons and looking forward to being able to take family and friends and show them what theyve all been missing out on. Still have my sights on a Jabiru myself mate, hopefully we don't need to do this for real but if we do practice makes perfect hey.
Great stuff Rob, your almost there. Yes I can’t emphasise enough for practicing these exercises, so many pilots get their certificate and then forget about staying current on the emergency procedures. Even now at 2K hours + I still practice engine out training regularly, it actually becomes fun & of course keeps my just in case skills sharp. Good luck with your final hours and don’t rush into buying an aircraft, try a few different ones first. Cheers Mate.
Engine failure is an emergency and warrants a mayday call. The word "Mayday" is instantly recognisable and triggers the listener instantly.
My 2 cents. Carry on good work.
Hi yes I agree with your comments here and depending on where I am in circuit (UW, CW, early DW) I would definitely call mayday, but mid to late DW or base where I can easily get back to be honest I personally probably wouldn’t. However I think as you said correct procedure would be to call a mayday no matter where I am in circuit. Thanks for your input, this is the type of conversation student pilots need to have with their instructor to make these decisions second nature 👍 ✈️
Excellent video, as usual.
That's a nice plane.
Many thanks!
Good demo.
However try it dead stick , there's more drag than you think !
Most folk will undershoot.
I fly gliders and power and I still think the typical PPL training for engine failures is completely inadequate.
Plus the circuit pattern itself is generally to large. A lot of aircraft won't make the runway from 1000ft on the downwind !
Gday Jules, thanks mate. Dead stick on purpose at this particular airfield is not looked upon fondly so I don’t upset the apple cart. Quick note though this particular aircraft (Jabiru SP470) actually glides better when I totally shut it down, I conduct these opps regularly at a private strip that I fly at.
I agree with your thoughts re 1000ft, I see so many pilots doing large circuits that would have no hope of getting back with an engine failure. The other common problem I see is pilots not bringing their circuits in closer during high winds, one of the first things you as a glider pilot would have been taught no doubt.
It will never happen but it would be great as part of getting your certificate to spend a couple of hours with pilots such as yourself to give powered pilots more of an idea on gliding, I as a powered operator did just this many years ago and it was valuable training .
Thanks for your comment, anything that adds to the safety of new and old pilots alike can only be a good thing .
Cheers
I would go out to a small airport that typically didn't have any traffic during the day and practice deadstick and not drop the flaps until I had the runway made. That was in a 172P. I never understood people taking the risk of flying a large pattern and then dragging it in at low altitude. That's asking for problems if the engine quits. I would rather be a little high and just slip it if necessary.
Agreed, jabs are very low drag and a typical 1000 rpm idle offers a decent thrust. Dead stick is significantly different.
Hi Mate. Private pilot from NZ and recently moved to Australia. Was thinking to pick up a jab for hour building, however, read many stories about reliability of the engine. Would you mind sharing your opinion in your time as an owner. Also, what's your point of view about rotax conversion?
Gday, yes controversial topic for sure. Shooting from the hip, I’ve had almost 2K hours on 3 different Jabiru powered aircraft I’ve owned. Fortunately I’ve never been caught out away from home base, I’ve come close but picked up little issues before they’ve turned into big ones. Personally I like the motors for their simplicity and ease of servicing but am aware of their shortcomings , valve issues from being run too hot. This is a factory mistake for not making EGT’s mandatory, a massive oversight on air cooled heads, piss poor charging and ignition system, non keyed flywheels on earlier models. Look despite all these issues and more they are still with minor doable mods a good little lightweight easily serviced motor that operated properly will give many hours of fuel efficient service. However a major issue is getting spares, Jabiru have very little in the way of parts. As far as Rotax conversions, I’m a big fan of Rotax stuff, I’ve had 5 Rotax powered aircraft and they’ve looked after me well, spares however are bloody expensive but available and usually only a few days from delivery. Hope this very long reply helps with your question, feel free to email me for anything else I may be able to throw into the ring, cheers.
howtoinfive@gmail.com
Also noticed during an extreme emergency that it’s hard to blink because when your bung hole puckers your eyelids are unable to close!!!
Well I guess at least you don’t take your eyes off the task at hand.
What jab is that mate. It looks like a ST3 1994 ish model. Nice demo too.
Hi mate, it’s an 02 SP470 which is the old 3 model with a longer fuselage, larger rudder & fuel tank. She’s still narrow in the fuselage like the earlier models, some people confuse it with the 170’s but it’s smaller and lighter but with the same wing span. Can get a bit squeezy with two larger people on board but not too bad . They (as in Jabiru) also did the SP500, same physical size but with the 6 cylinder motor .
I don't have this problem with my Gold''''wing''''' 😁😁😁😁
Good point! we just pull over, well we would if they ever stopped which is very rare. Will have my review of the Royal Enfield Himalayan up over the next week or so Alex. Cheers.
@@standupmoto cheers, have a nice flight 🛩🛩