horsefeathers

One of the first chemtrail spraying aircraft, methinks

And MS-DOS / PC-DOS was built on the framework of (one might more correctly say copied from) the 8 bit operating system called CP/M, which ran on 8080 or Z80 cpus - dual floppy support, and command structure which MS-DOS/PC-DOS copied. I built my first commercial system using CP/M running dBASE II, on an Osborne dual floppy machine, and later used Kaypro computers, which were not quite as glacial as the Osborne, and had a better screen. Ahh, they were the days.

So, was the Jabiru on a stable approach?

Landing fees are (ONLY!!) $13.50 at Gympie. Yep, no taxiways at Gympie. Runways 14 and 32, CTAF is 126.7, gliding days are Wednesdays and Saturdays , which I avoid. Nearest food and fuel is now a few kilometers south of airfield at the new service centre, just off the Bruce Highway. Self serve 95 RON and avgas are both available at the airfield. Nice airport, and not as busy as it used to be.

An extremely close relative of mine had an almost identical problem (except for flipping) at Redcliffe a few years ago. Gun barrel straight approach and landing, and then without warning, her 172 took a sharp dive to the left. Ozrunways track of her landing looks almost identical to the above Flightradar track... bloody gremlins

Ahhh yes - Forgot about those bloody VC-10s. And most if not all those early jet engines, including the DC-9s and 727s trailed black smoke. My mum used to curse the exhausts, and the mess they made of her curtains. The 747s were a blessing, noise wise. As for the overall noise levels, we used not be able to talk in the house, or hear the TV while the jets flew overhead (Literally overhead our house - gear was down, and we could see inside the wheel wells)- We used to say it they interrupted us for 5 minutes all up - it was prob only 2 or 3 minutes, but the noise was so much worse for us ground dwellers back in the day. I think they are still annoying - we stayed in Gumdale, Brisbane for a week recently, and the early morning takeoffs were definitely intrusive.

Warning - Obligatory comment follows Ahhh, it'll buff out

We used to live in Rockdale, directly under the Mascot flightpath. The Alitalia DC-8s when taking off to the west over our house were the loudest civilian planes we ever heard. We had to block our ears if we were outside due to the screech from those engines. I think the C5 Galaxy would be a close second.

No, it wasn't a full service (I didn't ask for that - I had a particular issue). However, they disassembled the majority of the carb. They had the tools and knowledge to remove the needle seat (a 3 minute job for them), which I was not prepared to do myself. They have all the parts that are needed. They also have a knowledge base of what has been utilised in jabirus (eg - the new needle seat has a 2.2mm hole, compared with the 2.4mm hole in my carb) . And I am sure they will do a full rebuild if you request it. I wouldn't touch a carb for a rebuild after seeing these guys work on mine. I have never rebuilt a carb, and these guys do it all the time.

Gasket, needle seat, needle valve was about $120 - Rubber boot that attached carby to engine about $40. Labour was free, actually - but you mileage may vary. I dont think you have buckleys of getting them to do anything till after Christmas, however. I think they took pity on me, and sneaked me in. They are flat out ATM.

I took my Jab 2200 40mm Bing carby (about 10 years old) up to Jabiru @ Bundaberg 2 days (14/12/2022) ago. It had a persistent leak after stopping the engine. The guys there (I had arranged previously to take the carby in) pulled it apart, and had it fixed with new parts in under an hour. The leak has been fixed, and the carby given the once over by pros. I would strongly recommend Jabiru to overhaul your carby. They have all the parts you'd need. BTW, Bing carbs are no longer available, but they do carry a different brand. While up there, they gave me a short tour of the factory, and I got to see the twin Jabiru, which is currently being flown by one of the mechanics.

My daughter went thru this about 4 years ago. At that time, CASA (may their name ever be blessed) modified the regs just prior to her recommencing her training. We were in contact with a CASA (may their name ever be blessed) rep about this very topic. Basically you can put up to 100 hours of PIC time in a 3 axis RAA aircraft (microlights need not apply) towards a CPL, if you are doing the 200 hour CPL (non-integrated???) course.

Thanks KGW. Yep, I've been emailing Cody re the sender, and he told me they couldn't supply it at a reasonable price, and gave me the link to the alternate supplier. I have pulled the old sensor out, and it matched the specs of the 304-166 that Cody pointed me to.

Thanks very much for the research onetrack, but the Jab needs Part Number 304-166. which is 1/4-28 UNF-2A thread size, so metric sensors are not compatible.

Thanks to all for the responses and info. I've tested the sensor, and according to the info on the web, and the testing procedure, the sensor is dead. Jabiru pointed me to a supplier of the sensor ($200+ - YIKES), as they are unable to supply a sensor at what they call a sensible price. I'll order the sensor later, and see how I go. In the meantime, I'll try a tiny tacho as a substitute.

My tacho has died, and I need a working replacement, including sensor . I believe it is the inductive type sensor - Jabiru refers to it as the Type 1 sensor. My engine is a Gen 2, with hydraulic lifters, if that helps. Any offers out there?

I must be missing something basic here. I've put over 500 hours on my Jab 160, with (I suppose, 6-700 landings, and I assume the same number of takeoffs), and it has been stable every time. I genuinely don't understand the comments about the Jab. Now, to put that into context, I previously flew a Streak Shadow (you want to talk about understrength nosegear??) and when landing I would religiously keep the nosewheel off the deck till the last possible moment, at which point it would give a quick shake, and the straighten up. But I have never seen behaviour as described in this thread with my Jab. And sheet, I've made my fair share of mistakes, but intrinsic problems with the Jab? As Pauline Hanson would say, "Please Explain" I admit that if you land with the nosegear first, you are in for a whole world of hurt. But that is the same for any tricycle aircraft.

What is the reasoning behind that? A weaker nosewheel? More sensitive geometry?

Ummmm, why specifically a Jab? - surely good advice for all tricycle aircraft

I always call it my PURSE

What transponder would I need? So, let's say that I am the owner of a shiny new SkyEcho, the Airservices proposal has just been approved in all its glory by CASA, and I want a cheap, but functional ADSB unit that meets the current regs for flying in class E. What mode transponder do i need, assuming I will fly with my Sky Echo? Also, is it a self install job, or does it have to be professionally installed? (I DO own a 5Kg hammer to help with maintenance tasks) (Sorry for the dumb question, but I cant seem to clarify this to my own satisfaction)

Official CASA response to use of SkyEcho 2 in Class E I asked a CASA rep if they could get a clarification of CASA's position re use of SkyEcho2 in Class E, as a substitute for a transponder. Here is the email trail, my questions (in italics), and CASA's response in green. It has been anonymized. ========================================= email trail ======================================== OFFICIAL Good morning xxxxx, I have received a reply, (in green), from the Senior Standards Officer, Air Traffic Management systems, of the Flight Standards Branch for you. From my reading of the manufacturers website, https://www.uavionix.com.au/skyecho2. This is a portable ADS-B In and Out , and has been accepted by CASA as an approved Electronic Conspicuity (EC) Device as an enhancement to "See and Be Seen" from 16th July, 2020. It is NOT a transponder. “Correct, with more information about electronic conspicuity and ADS-B is available on the CASA website (https://www.casa.gov.au/airspace/electronic-conspicuity-devices ) as well as in this Advisory Circular: https://www.casa.gov.au/files/advisory-circular-91-23-ads-b-enhancing-situational-awarenesspdf .” ....... I am assuming that CASA intended these devices to be used in Class E in lieu of transponders, to improve visibility under 10,000 ft to VFR aircraft. “While a SkyEcho 2 improves visibility and situation awareness in Class E airspace, it would have to be used in this airspace in conjunction with a transponder. It cannot be used in lieu of a transponder. The main reason CASA does not allow the SkyEcho 2 to be used by itself in Class E airspace is because it does not respond to TCAS interrogations.” These SkyEchos are very popular and have also been approved for use in the United Kingdom (where their CASA equivalent is subsidising the purchase of these units. “This is precisely why EC devices like the SkyEcho 2 were adopted for use in Australia. Unfortunately, CASA is not funded to subsidise their purchase.” I would like to strongly press for a change to allow carriage of a suitably configured Sky Echo to meet the equipment requirements for Class E up to 10,000ft. The current proposal is a safety disaster in the making. “The main reason the SkyEcho 2 is not suitable is that it does not respond to TCAS interrogations. TCAS is an important last-ditch safety mitigator for any larger passenger aircraft that may be operating in Class E airspace. Another problem is that the SkyEcho 2, as a portable windshield-mounted device with internal antenna, can suffer from shielding from an aircraft’s superstructure. This means its transmissions are not as reliable dependable as a transponder or other ADS-B device (fixed or otherwise) that has a proper external antenna.” ========================================= end of email trail ======================================== Anyone got a cheap transponder I can buy?

AH Kyle, don't do that to me. It took me a couple of minutes to pick myself off the floor, I was laughing so hard