RFguy

I'd agree. Although, the lack of inertia I reckon could catch some GAers by surprise.....But goes the other way, RAA-GA, I think that slow response time of the aircraft could catch some out. ALthough those two aspects are an advantage for certain recovery phases I think. Compared to the Piper, the big Jabiru is like a sports car. Probably landing phase most different. My take on it - RAA aircraft speed changes are much faster (due to lower inertia) - whether that is running out of speed in a flare or pitching up the aircraft in flight..... and, while GA landing ----while speed decays more slowly, the aircraft is much slower to respond to a recovery from baulked landing due to lack of power and all that weight. Takes time to change the situation compared to the big Jab which will recover/respond to a baulked landing almost instantly. Turning airspeed into altitude in case of engine failure is more effective in the heavier plane, certainly (inertia). A plane is a plane.

Best to do some Instrument flying training. I think that S&L and Rate 1 turns can be effectively taught in a hour of work if the right clouds are abound. I mean clouds, not under the hood. real cloud time is priceless. and a little bit of a situation/serious reality brain state goes a long way for future flying. A good simulator seems pretty good to maintain those basic , IMC back into VFR skills , recency recency recency ! flying the aircraft from the 6 pack scan needs to be inate. I am a firm beleiver this should be part of basic syllabus for the XC rating of a PC/RPL/PPL (but requires an IR aircraft) as----If that is your first 180deg turn in IMC, I'd put real money on it that you will put it into a spiral dive, and if you are lucky, you will fall out of the bottom of the cloud before Vne ensues or your run out of altitude... yeah yeah dont go near clouds ? I dont buy it. I have been flying around the western edge of the tablelands in what looks like benign weather (FEW) suddenly to be surrounded by puffy cumulus that seems to appear out of nowhere and become BKN and in cloud. The real cloud time (IE you are looked into the white) instead of under the hood drives home just how wrong your perception and brain can be in a white out !!!

To remove ambiguity, when writing time in UTC, suffix the time group with Z. then, there is no ambiguity. this is common practice. put a stroke through the Z if you want to further disambiguate from "2"

and if you really want more. then there is Kilo (+10) and Lima (+11). etc. Sydney time EST is KILO. so, in event stuff if we need to write local time, we might write "doors open at 1930kilo" https://www.ozatwar.com/usarmy/militarytime.htm

I know one instructor that will not train IR without an autopilot fitted. He says you want to arrive at a possibly difficult and technical, bumpy IMC approach without already having had the workout the past hour just flying S&L....

NO No NO !!! the question here is not about how to convert UTC to local but that the NOTAM was issued in LOCAL time not UTC !!! https://www.airservicesaustralia.com/wp-content/uploads/NOTAM-Data-Quality-Requirements-for-Airservices.pdf Here is where people lodge this stuff, let's take a look at it - NOTAMS are supposed to be lodged by an Authorised Person. https://www.airservicesaustralia.com/industry-info/flight-briefing/notam-originator/ It is well explained !!! 2.1.4, 2.1.5 in NWS-User-Guide.pdf clearly spells that out 5.2 NOTAM Authorised Persons verification of https://www.airservicesaustralia.com/wp-content/uploads/NOTAM-Data-Quality-Requirements-for-Airservices.pdf so, WTF ???!! If it was UTC, and they were running behind on their overnight work, then they should have realised this 2 hours before and issued a new NOTAM. CAN YOU TELL i HAVE A SORE BACK RIGHT NOW ?

My J230 fuel drains leaked... (changed O rings- and dont forget the header tank drain O ring) . Not fast enough to make a difference but eventually they would have. @Thruster88- what's the service requirement on a GA plane like a Cherokee for fuell drain components- inspection or mandatory time limit ????

Many reasons above why I am studying for my Instrument Rating.... Seems to me to be the obvious next step in my training. I do accept there is a fairly steep cost associated with acheiving it, and this may be unreachable for some, and some would prefer to spend their $ elsewhere, or dont have those specific aviation interests- IE horse for courses. For me- well the science/engineer side of me loves proceedure and challenges...

For an RAAUS to RPL conversion - If the instructor is satisfied for a checkride- then that's all there is to do. might take 30 min, might take 5 hours. depends how proficient you are with the heavier , different airplane. CTA, etc they are endorsements. just like NAV. I have my RAAus NAV so that endorsement got added to the RPL. You dont need the CTA endorsement etc for the RPL (but you cant fly in CTA without it). Really- RAAUS PC and basic RPL is nothing more than a tighter medical requirement , english language proficiency (ELP) evaluation, and a checkride. Oh and there are some minimum hours requirements stipulated in all the CASA forms.

and note well- there is a strict limit to the pressure drop permitted in the system, (on the suction side)- pretty well dictated by the oil cooler. You'll find oil coolers that are wide in width and short in height (IE long tubes left to right ) will not meet the rotax vaccuum limit requirements. Tall, with lots of short tubes will usually meet the vaccuum limit requirement. SETRAB publish the pressure drop for oil flow at some oil visc spec.

mmm Probably best way to find it would be a low VHF + high UHF downward looking radar looked for energy rerradiated from long lengths of metal. You'd find alot of fencing wire along the way.... So team it with a hi resolution, near infrared camera to look through the jungle and team it up with some software to figure out what is airplane wreckage and what is fencing wire. Radar could change frequency to discern fencing wire from aircraft parts. Use RH+LH circular polarized antenna at UHF and you'd discern sheet metal from fencing wire and thin shapes ..... It's possible. I'll find it if someone wants to. - glen

OK 10 rows, 8.3mm spacing per row, likely double core (~ 45-50mm thick etc) , and 187.5 cm2. pretty small ! pressure across it must be good. Bob - sure that wasnt the Oil cooler ????? FWIW - The rotax install manual specifies "Experience has shown that with good airflow, a radiator with an area of 500 cm² (77.5 in²) is required for troublefree op- eration.". .. Now, I think that is going overboard unless you are flying at 50 kts..... I think it needs to be about 300 to 400 cm2 minimum. depends on airspeed.... The rotax pulls out alot more heat into the heads from the heavy aluminium cylinders , compared to the Jabiru LCH which the low conductivity steel - the heat is localized.

thanks. see how much time we have. MDX - I did some reading. wow, quite a story. Likely in 10,000 pieces down a gorge in the Barrington Tops region. OR, got into an updraft, high, high, then carried out to sea and uncerimoniously dumped in pieces in the South Pacific Ocean ? Or taken by Aliens , and assimilated, IE advanced Cessna strutless technology integrated into their spacecraft collective ?

Mike, Thruster and I will be flying DRF back to Cowra over a couple of days of queensland sightseeing late April, from YCHT, maybe a 130ish track to the coast , then done the coast for a while. Any suggestions since this is your neck of the woods ?

yeah, so the Sav dimensions are likely suitable. If you have a fast airframe, (more available air pressure) you can save a little frontal area with a triple core radiator. (thicker, higher air pressure drop across it , but more work done per square inch of frontal area) . Most of the motobike radiators, like the Kawasaki Ninja radiator I use for 3300 LCH conversions, $110, have 19mm hoses. Of course you need 25mm hoses for the 'tax, there are many ebay chinese suppliers of rotax compatible radiators. they're probably all fine. $200-$250. Buy a spare if concerned. Carrying a spare is both cheap and light solution to oan otherwise big problem if it fails / gets stoned (the aircraft, not the pilot) .

What is the frontal area available, and what will be the climb airspeed , and cruise airspeed ?

Thanks OneTrack et. al for the info. Oh combustable and flammable are different things?. Well there ya go I learned something. OK doing my research, there are quite alot of limits imposed. fair enough. The Jab takes 140 litres . The Archer is 182 ish. The Archer has a MOGAS STC which I might take advantage of , at least in winter. Might ask users and see if anyone has had issues of any sort that can be put down to fuel. But it wont be local pump gas, IE will be drum or better. Or some means of verifying the integrity of the pump ULP before it goes in the certified aircraft, per the STC guidelines/ Lycoming. Not a money saver, just trying to keep the lead deposits out of the engine if I can. Although, before too long, might we have AVGAS-ULP ? AS1940 has a bit to say, now need spill response kit for all storage......and then there are state rules...golly. talk about varied ! .... locally : Interesting, on rural properties, the bunds around it to hold spills etc must have the capacity of 20 minutes of fire fighting water. At home , between 100 and 250 litres depending on where you are, and danger signs may be required to be displayed. Hard to find much info at the 'single drum storage' size. Might talk to fuel trailer providers and see what they say. and the Sydney Recreational flying club at The Oaks. The club has expressed interest in a ULP fuel trailer at Cowra- sharing in the running / use of that that would most likely be the best overall economy of scale.

I want to investigate buying drum or drums of ULP98. Anyone here much experience with buying drums? I bet there are. IE not necessarily premium unleaded with all the fancy additives, just ULP98, which is listed in a few of the available products. Is a single drum on a trailer and approved screw into drum pump/ filter reasonable or is it better to have a bigger - say 600-100 ltrs fuel trailer and fill that up from a truck ? I dont really want to encounter / infringe on needing large volume storage permits etc. And a drum a week would be plenty. -glen

Yeah, my comments relate to Gen 1,2,3. In my opinion - systematic issues of Gen1,2,3 are pretty well covered off and mitigated in Gen4 (head integration). and other non head stuff like flywheel bolts / attachment - sorted, propeller flange extra dowels, - sorted. Pistons seem to still go bang, but they are few in numbers. Lycoming have lightweight pistons that fail, also. Not alone.... With exception - that , IMO, the TBO on AVGAS ( without additive that reduces lead products buildup ) is about 300 hours (Gen1,2,3,4), and that fresh ULP98 is best fuel for Jabirus by far. Running 95/98ULP in Jabirus that have had lots of avgas and have lots of buildup I would avoid because of potential glow/preiginition issues due to buildup.

As I have mentioned before.. There are a few things , IMO, that Jabiru Engines SHOULD HAVE been alot more proactive of fixing / SB issue. Someone in the company, IMO, made a judgement call (which i disagree with) that IMO, they considered the reputational loss was acceptable and allowed parts and systems to fail in airborne aircraft. (or were not sufficiently competent and didnt understand the rather basic problems) . However I think an equal number of Jabiru engine failures are due to, let's call it... "Variable maintenance practices". There is half of me that's had about enough of the Jabiru company mindset, and makes me want to sell my J230..... but the other half of me knows that the J230 airframe is one of the best flying options around. Economy, speed, performance.,- that wing is gorgeous to fly with compared to GA trucks. Putting aside I have bought an Archer1 and am studying for my Instrument Rating - that is a separate pathway - the J230 and the Archer are two completely different mission providers.

sounds like the mic is feeding back through the intercom / sidetone facility . turn down the sidetone, or mic gain, or intercom tweaks. is the volume of the squeal track with the volume control on the panel ?

check whole oil system checks per rotax manual : HAS A OIL SYSTEM VACCUUM CHECK BEEN DONE PER THE ROTAX INSTALL MANUAL ?? YES / NO ???? (1.4) HAS OIL SYSTEM AIR PURGING BEEN DONE PER ROTAX MANUAL ? (1.5) HAS THE CRANKCASE PRESSURE BEEN CHECKED PER ROTAX MANUAL ? (1.3) ARE LENGTHS AND MIN DIAMETERS AND BENDING RADII BEEN OBSERVED PER ROTAX MANUAL ? What were the values written down in ther maintenance book ? What was the vaccum reading at the T ? Section : INSTALL MANUAL. Lubrication system, 1.1, 1.2, 1.3. 1.4 1.5. If this has not been done either re-educate or sack your mechanic.

I dont like carbon fibre at all if it is damaged- mostly is not repairable, splintered, fractures along weave lines . Terrible stuff. Fibreglass would be #1 choice, especially with chance of needing repair/damage over the lifespan. As for fashion ? Customers need to be educated on the disadvantages of carbon fibre, and advantages of fibreglass.

a few pictures would be useful for us. Rotax might say 140 is max but reality the mfrs will tell you 110C would be maximum continuous temperature . Engines oils get thinner with higher temps and this also affects the "oil bearing" that can be provided. between bearings and journals. Not to mention cylinders and pistons.... If using a radiator of area of say, 160cm2 is used, (rotax minimum suggestion) in some service note, that's for a min 75 kts aircraft. you might need bigger for slower aircraft. If you have a good size radiator already, that would imply something bad going on (assuming the temperature measurement is sound) , airflow throu the core is not as you expect- is the core blocked possibly ??? Is the hose between the oil pump inlet and the radiator sucking in ? there is high vaccuum there. Is the oil cooler too high pressure drop ? ****IE is the oil flow slow? BECAUSE slow oil flow will yield higher temperatures on exit from the engine. slow flow means high temperature differences. slow flow means cooler exit from the radiator and hotter exit from the engine . Fast flow reduces temperature difference (rise) .

tell them hovercraft. I've found the Ninja 250 radiator is a good size for a 'tax, has conveniently located pipes - a good one (19mm). you want 25mm for the 'tax I presume. $100 at various local sellers. If you are pressed for frontal area, consider a triple core. You'll have plenty of pressure to drive it.