RFguy

I bring it up because it sounds like good tech, and also because I understand it might have been involved in a experimental in flight fire - https://www.facebook.com/photo/?fbid=689385833173694&set=a.439934824785464 the owner admits making modifications to the engine system that were , "not best practice" ... full credit to the pilot /owner for owning up.

and there are aftermarket hotrod kits also. IE hot it up (even more). Skido engines are usually very tough. Reading some forums, there are quite a few in experimental aircraft . People just buy a snowmobile and remove the engine....

https://www.snowtechmagazine.com/genesis998turbo/

I'm going to ping RAAUS about the GPS bit in the tech manual

Thruster88 is correct. Certainly (RAAUS) you can do all the tests yourself, rectify unservicable items, then get the CAO 100.5 guy (I dont know any CAO100.5 women) to come and measure it and sign it off. This will minimize any hourly rate cost.

You cant use GPS to cal the barometric altimeter..... unless you have calibrated and reliable barometer. But if you have one of those, you dont need the GPS. The GPS might be used for flying in a triangle to check the ASI.

Yeah a bit of wander after each post is normal. I did two flights yesterday, each had the 1 landing as glide onto the grass from downwind (I did one in each direction) with ~ 30 deg bank turns at last 90 to 150 deg of turning (requires a flying a hook) flying 7 to 10 knots above best glide (which is about 1.4x Vs) at 80-85 kts, which gives me plenty of leeway above the no flap stall speed for turns, (and brief distractions ) and only costs 50 fpm approx extra sink rate . I find to judge the landing location well that doing rate 1 turns ~ 11deg AOB is not goign to be sufficiently tight , and it needs something like 25 to 35 deg (and steeper if necessary but you got to keep the nose down and fast) . So, I feel that the best glide speed is fine if all I have to do is fly straight ahead or through shallow turns (say getting myself back to the strip or some landing zone from altitude )

yep. should be wired in Tefzel...... and restrained regularly. AND the CDI packs should NOT be sandwiched together- the bottom one will run as hot as hell (and they fail) put some washers on the screws between them so they are spaces at least 3mm Rotax is good with mechanical stuff but they know F.A. about good electrical installs. -glen

Hi Keith I'm not familiar with whatever a 'standard jabiru intercom ' is. I didnt think there was one. Microair built in intercom is what I am used to seeing. But to deal with two radios 1) You need a DPDT (double pole, double throw) switch to switch the PTT and microphone to the radio of interest. just switch active wires, no need to switch the grounds. 2) for the radio audio output - two resistors in series down to a single wire should be OK, suggest 100 ohm , 1/2W resistors, in series with each output before the join. That will stop them interacting too much. .

I'd like to see rotax wiring and looms built with Tefzel and Mil27500 series shielded wire....etc You can get multi colours in tefzel, also. it's not all just white.

You cant really 'cleanly' monitor two radios at once without some electronics, IE if one turns off it will load the other down. You can use a couple of resistors in series with each radio ' combine' - say 100 ohms but there will be quite alot of annoying interaction. try and find an low cost intercom panel. Should have my radio shipping nend of year, I'm on a promise with a few.

part owner.

this wire that failed- did it fail due to insulation cracking (maybe due to continuoue expose to solvents) ? did it fail because it was rubbing / chafing on something else? Was it subject to repeated bending, even very small amounts????

"Compared the the Sportstar, they both feel like dump trucks though with regards to handling." LOL. yes. The J230 is a real sports car compared to my Archer. And a Jabiru J120 is a sports car compared to a J230 ... and they're all dump trucks compared to Thruster's RV6. and I am sure Nev's F-27s are dump trucks compared to the Archer.

fantastic. How do you find the Warrior /Archer difference ? Is the instructor heavy ?

2700 approx inc GST which includes the extra $300 for the extra PL required for larger airports. same for the Piper and the Jab..... ahh I think the Jab is a bit cheaper 2200 I think, but insured for similar. That was a broker from Insurance House. Geoff Tonkin, easy to work with. recommended

Great to hear. Isn't that hard, is it.. Except the paperwork is pretty full on.

(180) Oh I did check the seat locks. OMG - not even I can reach the pedals all the way back LOL. locks on one side only . controls have beautiful balance and weight.

"Don’t you have GNAV or GLS to maintain the runway track after T/O instead of the runway bearing?" It's in a big pile to do. Designers never thought of avionics people when they designed panels and access. Except in the Lanceair. I could look at Oz runways but at the critical moment of first 1000', bumps, wind, traffic, I am looking out the window.... and at my critical gauges.

Cowra - Went out for a hot one late this morning. 31 OAT, Flew out of busy circuit down to Young, 20 kts at 3000' tail, 15 kts on the ground at Young. Significant bumps in circuit in the hills . No fun at all. But not difficult. airplane upset 30 deg roll late final and including application of full power late final to counter a vicious sink. Lesson learned : Might come in a bit higher and a bit steeper on that one next time. Would provide a little more room for such phenomena... Yeah it's been since last summer since I have flown in hot and gusty weather and I am rusty !!! Climb out from the T&G was 1500 fpm initially. got a great thermal climbing out. Other notes- I did not hold off the 20 kts of NE blowing across my runway heading departure track when I departed Cowra . It's clear I drifted significantly. Tut Tut ! . (as reviewed on my flight data) . This is something to think about, since you can't see ahead , and cues are otherwise difficult. Need to consider before departure and add to heading . Only a little wind at ground level, but the GWPT data which I DID review before flight - it did say 19 kts @ 2000'- (so why didnt I use it ?!) I have not thought enough about it in recent times. I will need to do this with precision when departing Canberra. what else - Flew in a 1959 Cessna 180 (tailwheel) yesterday. Now that was different !!! wow landings are different...... Other thoughts - the 1500 fpm I got (about 750 fpm boost ) could have easily been -750 fp sink, and that would have been tough. good reason not to T&G but land, and backtrack to the start of the runway to give myself some more climb room on the high DA departure.

valve seat recession : I'm sure there is more to this story..... Seems valve recession had coincidence with use of UL94. But that's all we have right now, the controls on their 'experiment ' are NOT tight enough to deduce causality. IE that UL94 caused the recession. Danny- dual fuel- yeah when available it's how I roll...(it does have a MOGAS STC). There is no detectable change in EGT, CHT, RPM when switching between fuels at ANY power level.... A change in the burn rate would show up as EGT change...

article .. I guess when they mean 'dry tappet' they mean they remove and bleed the hydraulic lifters right down. Since it's not like a solid lifter engine. Thruster ????? could just be they ran the engines hot ? or ran high CHTs ? I wonder. will be interested to see if Lycoming releases the numbers, since the Lycoming factory guidance is different to this results UL94 is a bit different to the proposed GAMI100 unleaded. (Lycomign O-360) I run 100LL for TO, climb and landing (left wing) , and Premium98 (right wing) for other (cruise) ops at 70% of max HP.

I only open the nipple a crack and consider the liquid a reasonble seal in the thread....

Hi TurbAero. That's a high range of ops requirement- IE cruise/Vs. The std Jab prop pitched less than 2800-2850 static will perform very poorly on TO roll. So pitched at 2400 wow it must be a real dog. My 1st suggestion is move to more blades. Going from two to three blades means each of the blades are not so loaded (think of it as more effective AoA) for a given poor efficiency scenario , and in the TO roll, this WILL translate to better performance . 3 vs 2 wont cost too much in cruise but that depends on the blade profile. Maybe try a four blade from Bolly- They do have one and will sell it if you really want it. 2nd- The airmaster is a good solution and there is a guy Marc Halcomb with an Arion Lightning in the US i know with one on his supercharged 3300 that he flies over the rockies with. But- be aware the Airmaster moment of inertia exceeds the Jabiru maximum spec by 'quite alot' . Now, FWIW, I dont know if there is any science to the Jabiru specification- IE maybe it is just what their propellor is ! That is what I think, however, this would be treated, in my opinion (I am not an aero engineer) with some care because the Jab prop hub / flange is a bit of a weak point AND the engine normal operatign conditions DO NOT assume a big heavy prop- this affects vibration behaviour.... Nevertheless Marc with his Arion has not had any trouble so far. If you would like to be put it touch let me know. https://www.kitplanes.com/supercharger-for-jabiru-3300/

Skip, the whole "OPEN bleed niple slightly after the down commences, CLOSE nipply just before end of down." - you dont need to do this ! Just tube it out to a bottle (which of course has end always in fluid) and just pump the first pedal in the system until no more air is present in the 40cm of tube between the caliper and the bottle, lock the nipple off and it is DONE ! No need to check anything.... then pour what's in the bottle back into the resv if you want to reuse it ( or top up the resv weith new fluid ) etc the Piper has 5 cylinders... (park, 4 pedals) .