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RFguy

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  1. RFguy
    good, all the usual stuff dont push on, dont fly into IMC yeah bla bla bla and dont fly into IMC in stormy weather etc etc bla bla bla.. Maybe I am suffering "dont fly into IMC video - itis" BUT did this pilot actually fly into IMC? is that known fact ??, or did the pilot suffer some other difficulty in severe turbulence, rotors, etc etc ? The panel discussion seems to assume that flying into IMC was a fact. I have seen clouds around me BKN and within 5 seconds, the whole lot become OVC , (which I had flown out of before it happened) IE all holes and puffys surrounding me within 5 seconds in the tablelands. Wasnt bad weather, either. Maybe this happened.
  2. RFguy
    "unreasonable" ? unreadable or unreasonable ? SO - identical radio model, changed out, and problem fixed ?
  3. RFguy
    Having flown the Piper for a bit now, with that huge well located flap lever , I am a convert on manually operated flaps. The force feedback tells you plenty. At least on that big plane. DIdnt feel much force feedback on the Vixxen. I'm inclined to provide some sort of load indicator etc for my Jabiru electric flaps (motor current) . More likely to pick up some issue with flap deployment that way or provide some advanced warning of something amiss/ non square. (or an additional distraction right when you dont need one)
  4. RFguy
    OK, well same instruction applies I think. mechanical inspection etc etc etc
  5. RFguy
    Flaps are under a fair load when airborne. I can tell that because in my Archer, the flap lever "Johnson bar" is quite heavy compared to stationary on ground. For me, this suggests a LOAD issue- IE the flap motor is under load. I'd start by checking on the ground, over full range, visual inspect every mechanical linkage and joint , arm, crank - for "good mechanical behaviour' over full range of travel. IE everything that should be square is square, flap tracks run easily etc. You might disconnect from the motor and push/pull wind yourself to see if there are any hard spots over the travel. If you can measure the motor current in flight. see what it does. I think its either 1) mechanical issue (leading to a motor load issue) 2) motor fault / wiring fault.
  6. RFguy
    Mostly, for simple series motors, the reverse is handled by a cross wiring arrangement on the back of a DPDT centre off toggle switch + and - go to the switch, and two wires go to the motor. Some motors have three wires, which becomes 1 common and direction selection. There might be a common ground (return) , and two positives (one for each direction) . Or the positive might be common, and have two switched returns. if it doesnt always work, check that there is sufficient voltage at the motor (pair of crocodile clips etc and a multimeter) , watch the voltage when it stalls or doesnt move. THE OTHER thing is, all motors will have (or should have) microswitch limit switches- you might have a dicky switch / actuator causing the system to think it is end of travel when it is not. Failing all that, do a no load test on the motor- IE without the crank connected and see if it behaves. -glen
  7. RFguy
    You could probably get something from CJs or EDMO. TRY BAMBACH cables in Brookvale. (AUstralian made cables). well its where I buy all my non aviation cables from ...
  8. RFguy
    factory mute all sounds suspicious. are they just connected together? They should NOT be connected together IIRC.
  9. RFguy

    J170D Production

    RFguy replied to CAV0K's topic in Jabiru

    Jab- IMO in helpful / benign conditions, if the minimum airspeed is nailed (experienced pilot with experience in aircraft)) then that can be landed 'STOL'. but if the conditions vary from helpful, (IMO) there is no way you can hold that required minimum airspeed during final approach for the short landing without hazard. Generally the aircraft (J230) is going to want at least 37 kts when in the flare, stall horn blaring, nose up steep.... so, compared to an aircraft that prefers to land at 25 to 30 kts, you are behind the ball....... That's the book method, anyway. I guess another STOL method might be a steep descent at idle in a full flap slip with a rather abrupt , well timed and critical performed energy exchange flare, (sounds more like a helicopter autorotation landing) but that's a precision bit of work, also. (getting them to finally stop is another thing with the average brakes)
  10. RFguy

    J170D Production

    RFguy replied to CAV0K's topic in Jabiru

    IMO the jab wing doesnt lend itself to STOL ops. sort of the opposite... Will glide forever right down to the bitter end. Buy a Thruster, Ninjya, Sav , Zenith, Rans etc etc etc if you need STOL. want and need two different things. Compared to the high wings I am yet to get as 'enthusiastic' on wing down with the Archer mainly because I am not quite sure yet (insufficient time on type) to exactly how close the wing gets to the ground. BUT I suspect with the very wide stance of the Archer's mains, I expect the main will contact way before any crazy angle is reached on roll. IE in the Jab, Brumby etc, in a wing down X wind landing, I can see exactly where my main gear and wing I am putting down is. It's (educated) guess work in the low wing. did 5 circuits today (Archer) with 15 kts all Xwind.....
  11. RFguy
    right.... SO confirm 1) when valid signal present, either radio green 'receive active' LED is lit (indicating receiving a signal), and signal from a local portable or something , but NO audio? 2) open radio squelch (like pull icom vol knob) , do you hear noise + green activity LED lit ? (if fn available) 3) transmit voice on either radio is heard by another radio elsewhere ? It is like there is a remote mute or audio suppression active on a radio pin. or intercom 23,24,25 Can you connect up an earphone between the radio output and ground (IE radio output at the back of the switch) ? Need to verify audio is present at the output of the radios before continuing. an earphone etc will work. glen
  12. RFguy
    mmmm Is this an external intercom to the radios, or two radios wired up with a switch, or paralleled outputs or inputs ???? Please provide a mud map ! thanks glen.
  13. RFguy
    or a six engined flying boat made out of wood ?
  14. RFguy

    J170D Production

    RFguy replied to CAV0K's topic in Jabiru

    Jabiru will need to get costs in check I think if they want to remain competitive. The J170 as a flying school machine now pricing provides for many options from other mfrs in that price range. you might as well buy a used foxbat or brumby for training. There are alot of J160/J170s in the marketplace, its possible that the market is saturated. Jabiru airframes tend to last forever (even if pranged and repaired ) so maybe there are simply enough J170s in flying schools and flyingn schools are peaked. The J230 is the only genuine, fast-ish , well CG behaved load carrier in RAaus class... hence its attractiveness. Now if they'd offer a 912 / 914 power plant, that would be a killer. and sell twice as many.
  15. RFguy
    which way you go sort of boxed by whether you will go barb hose clamped or AN series. AN is nice but given the low pressure ( < 10 psi) pos and neg, I beleive the barb fittings are entirely adaquate. I would NOT skimp on the sizes of the hoses on the suction side (engine to cooler, cooler to can, and ensure they cannot suck in / collapse. Clearly (industry experience) the native rotax fitting sizes are acceptable for short runs of tube. The cooler likely dominates the suction tension. If in a cool climate Suggest an oil thermostat like a Denali, available with different fittings, mine has 1/2 NPT in the body, there are other sizes
  16. RFguy
    ahhhh. right.... I cant see how a machine test can emulate flying conditions, given the way the airspeed is 'collected' , and all the variabilities. Flying up and down a course is not too demanding....
  17. RFguy
    How did they generate calibrated airspeed- some sort of transducer/ jig applied to the tubes or was inferred by flying ? I dont think this is necessary - since the aircraft will have its own CAS-IAS chart for its airspeed readout, and this is an independent system. That is a LAME/L2 job every two years in RAAUS I thought . As for checking if the GPS in the transponder was reading correctly- that's a load of crap IMO, use of a TSO 199 GPS means it will not readout errors without displaying an error flag- IE the GPS system in those is self aware of errors and checking. https://www.icao.int/APAC/Meetings/2015 ADSBSITF14/SP08b_FAA TABS briefing.pdf TSO-C199 Requirements • Cannot transmit false or misleading information • SDA=1 (1x10-3 or better) • NACp=9 (30 meters or better) • NACv=1 (10 m/s or better) • NIC=6 (0.5 NM or better) • SIL=1 (1x10-3 or better) • Detect Step errors greater than 700 meters • Capable of using SBAS integrity
  18. RFguy
    If you need space and payload..... and speed... 700kg J230D. hard to beat in RAaus. 80kg in the back no issue.... 620kg with full fuel (140 ltrs + 2 pax) ... Centre of Lift of wing is over the "BAGS 1" so CG is generally always in range and hard to screw up . and you have the huge back door (that leaks ha ha) and flies better with weight behind you, also. Take a look at other airplanes CG envelopes in various configurations.
  19. RFguy
    Goolagong is not "God's county". Kingaroy is "God's country".
  20. RFguy
    I'd stay with those AN fittings on the ends of the M22 from memory Setrab interface. efisolutions in QLD have a good range, and you can find other misc items from Sparesbox and other car performance shops. Quite common. SOunds like skippy has all push on. Pressure is low (and negative on the oil cooler side ! ) in the rotax system, suits push on.... Marty what connectors are on your oil can ? I found that interface to the AN oil cooler a bit of a pain but findable (M18 from memory IMBW) -glen.
  21. RFguy
    Wednesday, Thursday : Thruster88 and I flew my new Archer down from Charters Towers to Cowra, made it a two day event. Could be done in one but the LONG day would remove the fun. We have never seen any of central queensland, so this was a good chance to look around. Locals at airports very friendly. Overnighted at Cunnamulla. Nice full river running through it. Plenty of greenery around. 'soaring' techniques I learned during training with Rob Glenn in a hot summer years ago now - to see a thermal present by increased VSI , then pull the nose up slow and try and stay it in as long as possible. Required technique when trying to climb from 7500 to 9500 to take a look in the Archer. Turns a rather anemic 400 fpm into 800 fpm. I'll take that- it is the only thing is life truly free. and almost as good the big Jab LOL. I love NDBs. Such a great facility. Much more engaging than GNSS. and Thruster88 gets to practice his morse code.
  22. RFguy
    test the ASI ? sounds like he was trying to bill extra hours. unless your aircraft was (over) due for testing as normally required is it every 2 years for a RAaus ? and no need to test the GPS, is is guaranteed to be accurate by its certification. (again might be a test). There is a CASA instrument that stipulates what needs to be tested after what changes are made, I will have a look at it, others might know.
  23. RFguy
    What was recovery ? move all the drinks trolleys to the front of the aircraft ?
  24. RFguy
    Putting aside CG location, recovery is usually about two things. Elevator authority that situation, throttle position. Certain combinations will be unrecoverable. But I think you know that , and that's not quite the question you are after. Recovery may not be possible if the CG is aft of the COL and the elevator gets locked into an aerodynamic situation where it (continues) to have no authority (IE no ability to pitch the aircraft so to reduce the AoA of the main wing below stall angle) . Take a look at some of the aircraft with specified NORMAL, UTILITY and AEROBATIC category weights and CG limits. Aero cat takes into account the higher likelihood of getting the aircraft into a more difficult to recover situation/configuration. So, its possible but unlikely to get NORMAL aircraft into difficult (recovery) situations, but highly likely with AEROBATIC. That and limits of airframe G force limits (weight). Nev (since you flew them) I was reading about 727s years ago in one of 'Jobs books where the recovery of the T tail in some attitudes was problematic, and this was new to many....
  25. RFguy
    The less the tail has to do the better for efficiency. Bruce do you recall, for those gliders when set at the "design aft-limit" , in response to a impulse pitch input (up or down step), in terms of dynamic pitch stability, were they over damped (return very slowly to original attitude) or underdamped (borderline unstable probably aft CG for that airspeed/loading) IE entered an oscillatory condition like a car spring without a damper ) or somewhere in between ?
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