horsefeathers

On 31/03/2024 at 9:45 AM, red750 said:

One of only 3 photos on the net. This one looks like it is fitted with cropspraying nozzles.

 

 

One of the first chemtrail spraying aircraft, methinks

22 hours ago, IBob said:

..and purchased by a very canny young chap called Bill Gates.....shortly before IBM cobbled together their first Personal Computer out of existing bits and pieces and went looking for a suitable Disk Operating System....which young Bill agreed to license to them as MS-DOS.

And every other clone maker since then.

Which is to say that for every computer on the face of the earth running MS-DOS and/or Windows, a licensing fee has been paid to Microsoft.
 

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?

3 hours ago, RocketShip said:

I fly in the area and both are RAA friendly. Gympie does have a Landing Fee, I think $20?

Caloundra and Gympie both don't have taxiways. You have to backtrack on the runway centre line.

It's never an issue, just wait until you have sufficient time and do a call saying you are backtracking and the runway you will use.

 

Caloundra is close to the town itself and Gympie is a bit south of the town. There are places not far from Gympie if you are after food.

 

 

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. 

On 18/05/2023 at 10:09 AM, facthunter said:

Could be a worn brake pad on one side. I've had it happen in a 182.. Nev

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

6 minutes ago, facthunter said:

The earlier Jets were low bypass ratio engines and the efflux was supersonic and emitted cracking noises from the shock waves. They also had lower thrust figures and lingered lower Longer. They also didn't use reduced thrust take offs.   The British VC-10 nicknamed the Iron Duck was extremely noisy. The early DC 8  and B 707 also left black smoke (soot) trails. Nev

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.

10 hours ago, Blueadventures said:

Nice,  Was it a full service replacing all parts as seems not and you may need full service in the future.  Cheers and enjoy your flights and have a great xmas.

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?

44 minutes ago, alf jessup said:

A more sensitive geometry alright, they do a yippy vippy dance real quick (160 that is) not sure on the 230 but I’m guessing so..

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.

Just now, facthunter said:

Because it's more critical with  Jabiru's than most other aircraft.. Nev

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

3 minutes ago, facthunter said:

Always keep the weight off the nosewheel with a Jabiru. Nev

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?

3 minutes ago, Kyle Communications said:

ASA surely cant be that poorly run that they can not see these potential devices will also save them time and energy when aircraft are not withing the high traffic areas

 

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

And Airservices didnt even consult  with CASA about this proposal

20 minutes ago, Garfly said:

 

 

It could be and would be for all true safety intents and purposes ...

but for the infamous over-reach and haughty contempt of the mandarins.

Lets put some real world numbers for the Sky Echo 2 out there, just to inform the debate a bit.

My SkyEcho is mounted on the top of my Jabiru windscreen, fyi.

This morning, at 3,000 ft, I was able to see ADSB traffic approx 190 km away (using Ozrunways), from behind me.

Also, we get a fair few Qantas Link aircraft overhead, approx 25,000 ft, typically coming out of Brisbane. Never have any problem picking them up

I can see coastal traffic (about 50km away as the crow Jabiru flies), typically flying about 1,500/2,500 ft, with  hills in between.

Using FlightRadar 24, I can usually see my own aircraft while flying, or look at the tracking after i landed.

I unfortunately don't know how good the reception is of my SkyEcho, and I'd love to be able to test it with another aircraft sometime.

All in all, reception is brilliant, and more than sufficient for ADSB-IN, and so far with limited testing, ADSB-OUT seems more than adequate for a (say) 30Km safety zone