Jump to content

RFguy

First Class Member
  • Content Count

    852
  • Joined

  • Last visited

  • Days Won

    5

1 Follower

About RFguy

  • Rank
    Well-known member
  • Birthday 27/12/1970

Information

  • Aircraft
    J230D
  • Location
    Canberra
  • Country
    Australia

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. As a fairly inexperienced J230 pilot, I would say : 1) Making takeoff distances is easy. Any mug can do that. 2) Making those landing minimum distances- much harder ! much practice required !
  2. this particular circumstance has been discussed a few weeks ago in another forum. the conclusion was : 1) maybe you had a personality clash. move on, find another school... 2) maybe there are two sides to the story... move on , find another school... Life is too short.
  3. Note the point in the POH : "The distances quoted above are for the following typical scenario:" and - "An aircraft at 600kg and forward CG position," Forward CG position in this aircraft, for me would represent 2 x PAX plus 100 litres fuel. *this is the forward CG scenario they are probably talking about- this is the usual scenario with not much in the back.* 150kg PAX + 75kg ish of fuel is MAC = 16.6%. It can go to 28% Note the stall speed reduces slightly with CG moving aft, so with alot of stuff in the back, it might start flying earlier (but the 50' numb
  4. Hi Mike thanks for the input. yeah the air seal is of course important.
  5. here is another good one for you, this hot pot #5 is leaking at the CC interface . and here is the burned up fibreglass- note this is the plenum from the ORIGINAL engine - so this plenum is 750 hours old. you can see the cool end on the left, and the hot end on the right. it lived in a hot place.
  6. OH, and engine is 370 hours, which, from what I can gather up from all the information everywhere is a pretty common figure for needing a top end overhaul. Jab recommend new head bolts when doing a top end. Jab parts are cheap.
  7. Hi Yenn I posted the pics for people to see the sort of bad things that go on if hot running is permitted... The main thing is, I want to know EXACTLY what condition this engine is truly in . So doing rings and a hone and crack test the pistons is the way for me to get piece of mind.... I have quite a bit of local assistance . I have CHT EGT on all cylinders, these rear ones always run hotter. Jab suggest cylinder head bolts during a top end. There was some corrosion in #2, #4 cylinder , some pitting, and spotting as seen with a boroscope. Need a better 'scope
  8. Hi Ken OK great idea. right, take up the compliance in the rubbers. cheers
  9. Hi Turbs it may be possible to . yeah, I looked at sliding it forward in the rubber coupling to the intake manifold but that only wins a extra couple of mm.
  10. What's the best cure for this ? Repaint the affected areas and use some soft ablative felt? or teflon adhesive tape interface ? -glen
  11. Part of getting to know my new old plane, is pulling it apart. Plenums need work on this beast. Here we have burned oil on the rear cylinder exhaust valve spring seat (#5 here) , and cyl # 1 for comparison. head bolts on exhaust side also discoloured. oil is 22 hours old. Going to pull all the bores off, new rings, new head bolts, and get the guys next door to do a penetrating dye check on the pistons for cracks. -glen
  12. It just amazes me how I can have a brain explosion and completely forget the parcel of air.... I am clearly human. Ahh it is good to be brought back to earth occasionally with a thud.
×
×
  • Create New...