Louie

Compression problems?

Looking to buy a reasonable quality leak down tester to be used on Jabiru engine and note many different brands available. Any recommendations?

Whilst I agree aircraft owners/operators/builders need to take responsibility for being aware of these matters, surely RA-Aus has a fiduciary obligation to ensure prompt notification of any Airworthiness Notice to affected owners. The obvious one is emailing the appropriate people concerned according to information on the data base. Obviously this would not be possible at this stage for RA-Aus given recent issues, however at least an ability to subscribe to an email service for AD's and you can personally decide what is relevant to your situation. Failing all that, I would suggest checking the website everyday is not suitable or appropriate in this day and age.

With the current system imagine how many will carry on regardless and be oblivious to this control cable directive.

Sincere condolences to family and friends of all involved.

The Sierra is all metal skins and the Cheetah is fabric and metal. Sierra can have 6 cylinder Jab (amongst others).

Put the $150,000 in a term deposit / mortgage / suitable investment and with the interest hire any GA aircraft that suits your purpose or takes your fancy at the time and you will be streets ahead. Eric

Put the $150,000 in a term deposit / mortgage / suitable investment and with the interest hire any GA aircraft that suits your purpose or takes your fancy at the time and you will be streets ahead. Eric

The word compromise is foremost in my suggestions:High Wing is always going to be easier for access with older pilots and passengers. Think OH&S. It's also cooler to load and operate in hot wx - of which Aus has plenty. Sure, the Piper Archer II will give you more speed, and often better avionics, for the same 180HP as a 180HP C172 but you have to scramble up the wing to access. No problem with just 2 of you who are young, fit and familiar with it - but a big ask for grandad.

 

Retractable Gear is higher cost in maintenance, requires more pilot skills, smaller tyres and offers less strip surface options. Insurance also an issue - yes, gear ups still happen, and not just with beginners.

 

2 seats, 4 seats, or 6 seats? - you can buy a 6 seater for under $150k, (PA-32-300, or old C206), but you're looking at an aircraft no faster than a C182 or PA28-235 but with higher fuel burn. For the money - buy a 4 seater and you can always remove the rear seats to make a very large cabin space for gear, or even to sleep in. (In the 12 years,and 2400hrs, that I owned a C170, the rear seats sat in the hangar).

 

Tailwheel or nosewheel is a decision you can make if you have the t/w flying skills already. If you are older,(50+) - then learning to safely operate t/w's, in all conditions, is a major challenge. You can be taught - but it takes a lot more than just a basic t/w endo to safely operate a C180. Anyway, passengers never feel comfortable in t/w types because of the deck angle.

 

Speed is less important than efficient pilot skills, but 120 kts should be a minimum. Any more than 150 kts and you'll probably never become as efficient as you'll necessarily become in a slower a/c.

 

STOL capability shouldn't be your major decision point. If you intend to operate in the rough stuff - get a C180/185 - (but accept other 'penalties'). If you want to use the driveway - get a Cub or a Savannah!

 

Maintenance availability and ability is a consideration. Pick something which is more Falcon or Commodore - an orphan might appeal - but it will be more costly.

 

Experimental category aircraft are debatable choices. There are more low than high wing, often less robust u/c, often less available load. Insurability varies.

 

Fuel efficiency is something to think about, but you better accept that you'll be looking at a fuel burn of min 30 LPH of avgas @ $2.30 odd per L with any engine of 180 HP. Sure, you can get really efficient aircraft like some RV's - but then other factors outweigh the fuel savings. (eg, my RV9A has a fuel injected + electronic ignition 180HP Superior engine which will give me 140KTAS @ 27LPH using ROP settings - 23LPH LOP. ). Yes, a C182 or 180 has a voracious appetite for fuel (45-50LPH) and you have to offset that against the load, speed, and paddock capabilities of these aircraft.

 

Fuel injected or carby is sometimes a decision point. FI is more efficient, and more accurate to lean. You need to really learn how to efficiently operate your FI engine,(and hot start it in front of a crowd of critical pilots!).

 

And after all the theory............... drum roll.............. for my $150k, I'd go for a C182 Q or R model which has been stripped and repainted in the last 10 years, new perspex, has had the old Cessna avionics replaced, and has an engine and prop with better than half life remaining. Easy to fly, big uplift capability, good on rougher strips/paddocks, long range, 120-135 KTAS.................and I'd just grit my teeth at the bowser and spend more of the kids inheritance!

 

 

happy days,

It is stronger Has extra reinforcement in the fuselage, and corrosion proofed at assembly. Nev

A really good C-180. Versatile practical. You have to be a good tailwheel operator. Get one that is produced as a seaplane. option. Nev

Could you expand on the rationale for the seaplane option?

Would like to call upon the experienced and wise heads on the forum regarding their opinion of what type of GA aircraft they would buy given they had up to $150k to spend, the obvious normal maintenance costs were affordable, VFR, to be used for touring, will be hangared, passenger carrying capacity is not a priority and open to all types.

Thanks guys absolutely understand the importance of what you are saying and I don't ever second guess anything. I was intrigued to read quoted numbers in the article given that different mounting methods and situations apply. I will get a number from Garry.

Jabiru installation manual, available on Jab website, has torque details and they use nylock nuts. I'd have a look and tell you except my book is at home and I'm on Rocky at the moment!

Looking for information regarding recommended bolt torque for a wooden propeller. Article in latest Sport Pilot says 11 to 14 ft. lbs. Also is there an adjustment in the setting when using lock nuts due to the resistance?

tell me what size and where you live I'll post you one

Buzz master? I use the same ally plug but line up with the workshop wall brick course:cheezy grin: ! Just being a cheapskate of course

Sent an email to Clear Prop 29/03 and PM to Ian 31/03 re with fault with Headset. Still no reply.

Has anyone used a Buzz Master for Prop balancing? Any thoughts? Looks fairly simple.

http://www.eaavideo.org/video.aspx?v=1218646859001

http://www.aircraftspruce.com/catalog/appages/buzzmaster.php

Thanks for the feedback guys as it now makes a bit more sense.

Interested to know how others keep records as required as I wish to be compliant for my 19 aircraft but RA-Aus keeps me confused.

Section 4.5 of the Technical Manual states:

1. An aircraft log book must be kept and the following information entered as soon as possible after the event: a. Date, hours flown and landings made.

The bottom of the page is headed EXAMPLE OF ULTRALIGHT AIRCRAFT LOG BOOK (Example follows) but there is no example following.

It then goes on to say blank log books are available from the AUF (sic) office. I have one of these log books but there is nowhere to enter this information as it all designed to enter maintenance as would be expected.

A previous phone call to RA-Aus advised it's ok to record the landings in my pilot's log book which I have been doing but I'm not sure about it. It's ok as I am the only one flying my plane but it couldn't be right for all aircraft where there is more than one pilot.

I also notice on the RA-Aus site there is a Maintenance Form. Is this what should be used in addition to the Aircraft Log Book? Maybe just make up an excel spreadsheet? What are others doing? I suspect there may be differing procedures used by all given the lack of clarity.

Probably been discussed before but does having this print out on board cover off having the latest charts relative to your flight?

Also privacy as they (the government (Big Brother)) want all your and your companion's details, then have to change them the next outing with different people.Perhaps I was given the wrong info when I tried to buy a 406,mhz epirb, was told NO sale without registration by shop assistant.

spacesailor

 

Bryan

Makes you wonder why non-GPS beacons are available. Some may say cost but when you're dealing with lives it's irrelevant.

The small extra cost could also be viewed as more user pays reflected in the less time spent finding people.

Head bolt tension doesn't require the crowsfoot adapter. All headbolts are easily got at straight off the tensionwrench drive and the hidden bolt that requires the tappet cover to be removed and the grub screw to then be removed, all those bolts too are easily set without adapter.If using crowfoot don't forget the torque modifier effect unless the adapter is at 90degrees to the wrench handle.

 

Andy

Just reading the Jabiru maintenance suggest having a 2" "Crowsfoot" adaptor - 7/16 in the range of tools required for maintenance and wondering if this is required for the head bolt tension check for hard to get at places?

Contacted Snap-on to order and advised out of stock for a few weeks.

HATE THEM - the resistors eventually fail open-circuit; it's an issue in cars if you do a lot of mi... er, kms; also an issue if you run single ignition...