RFguy

https://www.recreationalflying.com/topic/38878-jab-down-chinchilla-airport-260223/?do=findComment&comment=542249&_rid=11148 " the seatbelt wad torn from the fuselage and a hole remains where it was bolted in. "

Dont get too wound up about the exact flapped stall speed, measuring airspeed accurately at high AoAs is difficult ... (not to mention dependence of AUW weight, CoG location, ) Sounds good Skip, at least writing it out here can provoke your brain a bit as your write. My observation is that flaps on some aircraft dont really change stall speed much , more used to increase decent rate and increase drag and tweak the attitude a bit. There are others here that can offer far more. Which way is the aft trim required at 'high speed cruise' ?

arm yourself with a good stethoscope (1.5m length of soft silicone (or not too hard PVC ) tubing jammed into your ear hole) (note that's EAR hole) and some soapy water (cylinder -head interface leaks / intake gasket/exhaust couplings - Jabiru)

being a 19- experimental aircraft with you as the builder affords you a high degree of flexibility in ways to kill yourself of course. That is the big plus of 19- changing the reflex / static pos of any of the control surfaces (aielerons) or high lift devices (flaps) will have a relatively big change to stall characteristics, all types of provoked stalls of course. If you have plenty of altitude, I'd suggest you write up a good barrage of repeatable stall testing . That thing has a big rudder and you wont load it tail heavy so recovery with correct technique and altitude is likely. There WOULD BE a flight test regime from the manufacturer. Maybe test against that ?

My observations are there is a fair spread of leakdown results in the manner at which they are done. They can can be certainly made to look good, so best (most applicable) method as as described in the relevant engine manual from the manufacturer. Depending on the ailment, some will be worse just before or just after TDC (maybe ring related) , some will be worse static at TDC (maybe valve related) . some will be worse during rocking the crankshaft around TDC (maybe ring related) , there are other variations (cylinder -head interface leaks etc, cracks etc) AND COMBINATIONS !

Oh yeah . I see .I didnt see those other pictures. my bad I see someone has stuck it into a db https://aviation-safety.net/wikibase/308770 Jabiru are going to have to do something about seat belt anchors failing, that's another I have heard about from a factory aircraft. *unacceptable*

and for logbooks and maintenance, convention (and you really do want to stick to convention for such a critical engine health vital sign) is to write down the figure of the two gauges in psi. The type with a % gauge requires assumptions and assumptions are no good.... Buy the one used by aircraft technicians, has correct orifice, and correct gauging.

jesus.... Barto, was it a 'LSA55 ? hopefully there will be an investigation and AD on the seatbelt restraints. -glen

Then.... by the book, the pilot would be charged with manslaughter whether he was licensed & current, and the aircraft was maintained per rules ..or not. ----Since it meets the definition , purely and simply of manslaughter. Now, what actually happens in a court - the reckless attitude will not help him defend this charge.

this one looks like a good option May be available locally , also. https://www.aircraftspruce.com/categories/building_materials/bm/menus/to/test_cylinders.html I have one of these https://www.aircraftspruce.com/catalog/topages/diffpresse3m.php I see they have one with the rotax plug thread https://www.aircraftspruce.com/catalog/topages/diffpress12mm.php

The ATSB report has a fair chunk of info in it.

I dont agree that the UBER example is relevant to this. The airplane SHOULD have had EXPERIMENTAL plastered everywhere,. Maybe the manslaughter charge is just pressure to get a plead of guity on everything else.

The manslaughter wont get up. it wasnt charter, pax tasks own risk in light airplane. The CASA admin charges will get up and they will throw the book at him.. aggrevated. he'll have to plead guity to all of them , since there is no contest.

mmm. I'd like you to locate the regulator, unplug from the harness , physically inspect the connector in situ, and replug it in snug. Also is your engine a Gen4 with the CB in series with the alternator stator ? anyway, buy a spare breaker . carry it . take a look at the wiring- make sure all plugs for instruments panel pushed home. Could be a bit of equipment got an overvoltage and decided to crowbar (puts a short on the bus) , maybe something not right in the regulator/alternator wiring.

There is no such thing as random for this . The total load all active should not trip the breaker. When you say just after startup- was this as you increased RPM so the battery voltage began to rise as the battery began to take charge ? Or before you went over 1500 RPM ? Roscoe, take a good look with glasses on and lots of light at the wiring you can see. Change the circuit breaker. See if it occurs again.

The Jabiru passenger cell looks intact. As usual, the Jabiru airframe looks after the pax . Jabiru should use this in marketing. Everything breaks off around you but the pax cell seems to hold together. This is a very good result IMO. I would like a four point harness though.

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

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.

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.

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 .

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

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)

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'.

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).

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.