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RFguy

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Everything posted by RFguy

  1. Good result if pax are in stable condition . Cannot see fuel vents so likely is inboard tank variety. Jabs rarely have fuel delivery issues (good design) and shouldnt have vapour issue with pump on, so something else. Wasnt particularly hot at AP at 0930 local (24C) http://www.bom.gov.au/products/IDQ60801/IDQ60801.99402.shtml
  2. Skippy see if it occurs with a low vapour pressure fuel such as AVGAS LL100. Put some additive in it (Decalin runup) if concerned about buildup just for one tank of fuel.
  3. I used to run through, while driving, what I needed to do, in the time it would normally occur at ..... IE startup checklist, taxi, circuit flying , application of controls, radio calls, going around, windsock check abeam, BUMFISH etc etc etc.
  4. It's hard for Jabiru because the people at the top of the company have in my opinion the wrong attitude for making aircraft engines. Example 1: in Gen3 they went down three push rod lengths before they got it right. so HUNDREDS of operators have push rods that are too long and head recession that happens causes valves to hang open which ultimately causes valves to drop into the engine. They KNEW this was a problem and didnt say anything. I found this on my engine rebuild #1 and I independently determined the pushrods had been too long, and when I called up Jabiru they were like oh yeah, we changed them because of that. But they didnt tell anyone, nor update anyone......And the service/ maintenance manual is wrong !....... There should have AT LEAST been a service bulletin issued. That example is one of many and complete and utter BS. The only thing going for the Jabiru engine is that it is cheap to overhaul at 1000 hours, and parts are inexpensive compared to Rotax and Lycoming. And it is reliable if you never fly the engine with compressions less than 70/80 or 65/80 if you need to fly to service. Fortunately there are good and honest people in the service department to talk to .
  5. a full overhaul is only about 9k for a gen4 3300 plus any unusual to be replaced parts, so overhauls are generally good value.... (1000h is book TBO ) . for a flying school, $9/hour is pretty good, they usually run unleaded so no 300 hour top end TBO like on AVGAS
  6. It is true, Jabiru are no longer overhauling Gen 1,2 3. and parts wil be in limited supply. You would hope they would support all parts minimum out to 2026 (10 years since last Gen3 sold)
  7. I dunno . you can have lots of experience but still not have had good training. What do they say ? Practice makes Permanent... Not 'practice makes perfect'.
  8. 28k USD. spec sheet https://www.ac-aero.com/wp-content/uploads/2020/05/ac_FALCON_2020_R00_051820.pdf https://www.ac-aero.com/technologies/#:~:text=The Higgs Diesel is not,Cycle Technology' (CCT).
  9. So combine oxygen depleted region.... with localized DA increase of perhaps 6000 feet... (at 60 deg C at sea level) a. anyone who has ever been in a fire fighting helicopter knows it is a BBQ above the firefront . The DA and humidity thermocline is so steep that radio waves over a firefront get diffracted and cannot pass without high loss. In 2019/20 I was able to watch the DC10 tankers land, fuel, takeoff from the window of my workshop (Canberra) , the departure performance was impressive.
  10. Not to mention the DA effect from say, 60-70 deg C fairly widespread air temperature 100m above a fire easy.
  11. I am guessing.. presumably, with drag proportional to velocity in long grass, you just might not get to the nil flaps take off velocity. But you might get to velocity = 25deg flap TO speed....what's that in an Archer2 ? -5 kts ish ? It would seem pointless to put flap out until the flapped airfoil was ready to provide lift , as until the airfoil is above the stall speed / in the drag bucket, the highly flapped airfoil is just all drag.
  12. In long grass, and slightly downhill , one TO of mine, it seemingly took forever to get airborne.... My mistake, or suboptimal method was-at the usual bitumen nose-gets-light runway speed , IE just pulling a little weight off the nosewheel , that little bit of extra AoA and hence extra drag was enough to severely reduce my acceleration (when combined with the grass and soil) .
  13. Only if the manufacturer agrees / allows you to, OR you get an AP to sign off on it (which it is not uncommon to get Rotaxes signed off for being over calendar years.)
  14. Wondering whether it flew out in the middle of the night in stealth mode and the pilot weather night vision goggles and 2 x rocket boosters strapped to each wheel , I had a look at a few ADSB sites- nothing appears the past couple of days so I can only *assume* it was wings off and trucked out. Might have been picked up with a helicopter in a sling IF it had a clear path out without people since they have to be able to drop the load....
  15. Nev - is it that twins in general can't maintain altitude with flaps out and gear down on single engine ?
  16. Just a side interesting point - I read in the POH, burn inboard tanks first because of wing loading limits.
  17. it would need alot of jerry cans. according to a 1968 PA32-260 POH I have :, and assuming it is a CS prop , at 3400 gross, it needs 1240' over 50' at 2900 gross it needs 1020' over 50' remove the seats and it is 1661 lbs empty. add 2 hours of fuel , and a pilot its likely to be 1950 lbs extrapolating the above, it might get off in 750' to 50 ' ? but that's on bitumen . not grass ! Wow it must have some super performance with 260 hp and 1661 empty .
  18. I would be sueing the media for deformation if they broadcast that I had run out of fuel when I had not.
  19. I dont buy it . Pilot of a substantial airplane isnt going to do an orbit low on fuel. As for media reports " It was reported that when it left YBDG it was low on fuel." . what half tanks ?. sure lower than full. Let's wait to find out.
  20. take a news report with a grain of salt. I reckon
  21. that's right ! but planes are usually well sorted...... even if one bolt breaks somewhere on some aircraft in the world, it gets thoroughly checked out. The AD system works. It's not that I dont like the vendor, the engines are OK --- it's just the rules I have to work under with a 24- plane mean I have to accept a vendor's decisions and judgement and in this case this is wanting WRT engines in my opinion. In this case, the LSA rules prevent me taking the situation into my own hands. There is an option which is E24- Experimental 24- but E24 is NOT carte-blanch like 19- (although still must of course be within acceptable engineering standards for 19- ) ... E24 is very specific on the change. the E bit is for a specific change- IE say- ROTAX conversion. ... For selling- I am in two minds whether continue refurbing the 3300 engine with original heads+pistons etc and sell that way , or (complete the ) rotax conversion it and go E24.. Filling it with Mahle pistons (there is a good track record people using those) and LCH (fixed the evils of recession, MOGAS detonation , valve swallowing in one go) is certainly a sure way to get reliability but you cant get it signed off easily. Then you have an insurance issue. Certainly domain of the 19- which is a bit of wild west. I really want a 19- J230.
  22. there are quite a few ADs on various corrosion events for PA28s. But inspecting is not a big deal. 'worst case' is that a couple of (flush) inspection ports get installed under the wing near the root. there are others that can be accessed through floor panels etc. there are corrosion ADs all over the place as you migth expect from a 50 yo aircraft. On every aircraft I have looked at (the books), ADs are all up to date. That's what they are of course, ADs.... The AD system can be a right pain in the arse, but it is also there to save your arse. It's why I am getting out of 24-...... A manufacturer knowlingly aware of faults, or contesting their existance , or in denial etc, and doing nothing about it. So many items should have been ADs for one vendor in particular. It's not that I dont like LSA, or I am a GA stob, it is that with 24-, you cant touch it- you are not allowed to.....even if it is deadly. That is a flaw IMO with the current setup. With 19- owner builder, you can do something about it and dont have to go for the ride with the vendor's opinion.
  23. Pilots should get an OAM when they manage this in the suburbs.
  24. it's a tough problem. . I cant imagine that heated up fuel lines on the surface would stay warm for long with 15deg C fuel flowing , though. so we should buy fuel on weight ? that's problematic also ! We need real time analysers in our cars so we can pay based on octane and energy density ,.... ONETRACK- I read the limit is 0.3%..... I would like to have seen a histogram of the problem. (IE std dev, outliers etc) Most Piper ADs are well sorted, there are the continuing ones of course. No more 24- LSAs for me.... 19- and VH & VH-exp.
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