dan3111

1 hour ago, KRviator said:

Gympie had a VH-reg too, and they didn't give a rats arse.

Contrary to popular belief, the ATSB can pick and choose which incidents they investigate. I was indirectly involved in a multi-million-dollar derailment and the ATSB didn't lift a finger - and when they were directly asked "Why aren't you looking into it?" responded with the line "We don't think there's any learnings for other rail operators to bother with the effort involved...."

Sad day at Caboolture with a loss of life of two people in the wrong place at wrong time , let’s hope atsb take this one on as all aircraft involved where VH REGO far as we know of . It Was a chain of vents involving the distraction of other aircraft and all the holes lined up to give the worse out come . Over the last 5 five years the circuit pattern and surrounding ares Redcliffe and Caloundra strips using same frequency  has been crazy busy to the point there no really quiet day of the week to fly . There normally a near Miss at least once a month between aircraft to aircraft or even dumb birds ,a few have landed on rear cock pit parcel shelfs as we are based beside Caboolture dump . Most of us knew this had to happen one day not knowing who was going pay the highest price due to the amount of sheer movements of aircraft and distractions . Things will have to change other wise it will happen again . 

Hi all,

I am building an ICP Savannah S and I am leaving no stone unturned looking at the best motor, propeller and/or instruments.

 

A few times now, I have come across the possibility of using an E-props propeller. Two interesting articles of actual testing with Savannah S aircraft are attached below.

 

Does anyone else have actual E-props experience on aircraft they have flown and/or own?

 

Hi 80 knots glad to see you have seen the light and picked the best aircraft :)

I have done a bit of prop playing and the Savannah s has 125mm prop Extension which changes the ball Game on prop choices . The lighter the prop the better for engine and gearbox life when you have a prop extension . If you had to pick a prop that wouldn’t break up inflight after a bird strike warp drive the only one however very heavy and lacks performance . I can’t wait to try a EProp and what I have seen and read so far It sounds the Best fit for a Savannah . It looks to solve a lot of problems of the prop extension which no other prop manufacture has over come . They have seen the light and have used a thin blade design to over come the drag of a 3 three blade on a 100 hp engine . I could bull shit for hours on props but it comes down to have the right pitch on prop for cruise but still have enough slippage of prop to get enough revs to take of and climb . As you aren’t a car with a multi speed transmission But you have a bigger speed range then most cars . Hoping to get a eprop with in a month to try .

Oh Boy,

 

I have read this thread from beginning to end and after 3 pages of verbal diarrhoea coming from some of our first Class Members, I am actually a shame, as to how my fellow pilots act on this forum.

 

The topic was "Jabiru Gen 4" and the question, "Has anyone replaced their old Jab with the new Gen 4? Did it just fit right in with the old cooling ducts or are new ones required, is it really a direct swap? Are you happy with the performance, is there a noticeable difference in the operation? Thanks... "

 

Recently we purchased a Jabiru with Gen 4 engine in it. We did own a Cessna for many years and in more recent times have been hiring both a Jabiru 230 and Cessna's 172 as required.

 

 

So let’s put this engine thing in a little perspective, I have a friend who has had a number of sticky values over the years with a bend value in his Cessna. Rotax had issues with crankshaft breaking or ignition coils failing on one model of their engines. So nothing is perfect, but all we can hope as pilots, our aircraft engine manufacturers are always striving to overcome any issues they find with their engines.

 

 

So let's get back to the Jabiru Gen 4, I don't exactly know when the first Gen 4. 3300 hit the flying market, but in my case our Gen 4 was installed by Jabiru in July 2017, it now has 60 hours on it. The previous owner lived on the coastal strip and over the 2 years did not fly as regularly as he liked. So I was told by a LAME, if this was an older Jabiru engine it would have most likely had a pretty good chance of at least one barrel that would have got some corrosion on it and that would have lead to it having cylinder compressions issues.

 

 

But with the Gen 4 engines and new type barrels, it has compression tested as you would expect for a low time new aero engine, so it seems the internal barrel corrosion issue may have been resolved.

 

 

Most of us have been given the drum about doing 80 knot cruise climbs, as Jabiru engines have little tolerance for being overheated as this overheating will cause de-torquing of the through bolts, heads and barrels. Further you can easily shock the barrels and heads if you don't allow the engine temps to normalise after starting and before you taxi and fly the aircraft.

 

So how does my Gen 4 go with its temperatures on climb out, no comparison to the old Gen 2 or 3, the Gen 4 CHT and EGT run well within their limits all the time, even when pushing the climb and when on the ground on those very hot summer days.

 

 

So if all else is equal, I am thinking the Gen 4 with its new heads and barrels being one unit, the barrels being very corrosion resistant and the CHT and EGT temperatures being well with in specs, this should all lead to a Jabiru engine that should be able to maintain it's cylinder compressions year on year without too much drama, here's hoping,

 

I hope this is a help to someone.

 

Regards

JimJab

 

 

 

This will put a cat among the pigeons I know you are trying to gain info of a gen 4 engine and performance / cooling . If your engine has only 60 hours tt you are in the safe zone the ones I have heard throw reliable sources 200 to 400 hours is when you start replace heads and cylinders on gen 4. Normally engine noise get louder as exhaust gas flows out between heads and cylinders gets a small crack there .They may have fixed this problem by now time will tell weather fixed or not . You watch all the jab owns attack me on the this site but not care as they have a lot more then I have to lose as they get reliving the dream first hand of this problem . But people on site take personal offence on any faults reported or warning to any thing they fly . For warned makes you for armed to check and keep a eye on aircraft faults. You can take this on board or not, I'm always happy to heard any thing safety related on my aircraft . What is troubling of a lot of aircraft engine used in a private aircraft never seem to make stated TBO with out a rebuild in some way

I looked up the radar loop history at the rough time of 4.20 pm Tuesday  and there was a big lot of storm rain cells come thought that beach area right at the some time . I would have cloud to the ground at that point .   

 

 

https://www.msn.com/en-au/news/australia/married-couple-feared-dead-after-plane-debris-found-off-moreton-island/ar-BBZeVcJ?ocid=spartanntp

 

 I THINK  182 

 

 

https://www.msn.com/en-au/news/other/debris-recovered-as-search-resumes-for-light-plane-missing-off-moreton-island/ar-BBZeiBL

 

 

I suspect the concern with older pilots making up seemingly increasing numbers of statistics is a complex situation. 

 

 

Not least of which I suspect is that recreational and “minor” GA pilot average ages are going up and up. There are very few younger pilots coming into the scene so the percentage of older pilots is getting higher. 

 

More old pilots than young pilots flying means more crashes will involve old pilots. 

 

 

Which is not to say that old age doesn’t contribute to increased risk of crashing. It does. Motor vehicle stats show that despite making up less of the driver percentages,  older drivers are over-represented in total bingles. No reason to believe it would be different for flying. 

 

 

but it does mean the whole interpretation of crash stats associated with age is complex. 

 

 So true 

 

 I started flying at age of 16 and now 45 was the youngest aircraft owner at my local field for over 22 years , and still the youngest hanger share holder .

 

 We had a club agm last year and though I was in the bingo hall most in late 60's, and mid 70's , So flying be coming a old people sport very quickly throw some factors high costs and bad press of the sport being dangerous . So with in 10 years the average pilot age will be mid 70,s so that just going to be a fact . I have spoke to local flying schools and 99 percent of there young students get there licence and that the last they ever see of them again .   

 

 

Owen will be missed as quiet Achiever and all around good guy good safe gyro pilot  I first meet him at teewah when he was teaching himself in a gyro and we were Teaching ourselfs   in a wheeler scout in the 80,s which is not recommended ,high risk teaching your self but had no two seat aircraft around then   . His poor wife will have her hole life turned up side down in 15 mins of poor judgment with weather i think he was the pax in the domed flight . Not sure what to say about the horrible out come to our unforgiving sport . He would be one of dozen people killed in the last 18 months flying in bad weather . I think we all tend to forget there is always a plan B before you get mixed up in bad weather .  Rip Owen 

 

 

This is the second raa aircraft in 2 months crashing on approach with the same outcome . Very sad to see this time of year , but this time of year has is not friendly for flying north of Brisbane in summer with the drought . The hot dry conditions that we are under due to 10 year drought  with hot dry wind increases your stall speed and sink rate on any aircraft . So the further north of Brisbane and west the conditions are not friendly  . I have lost a friend (CFI) a few years ago due to these same conditions on approach as well .   stay safe over xmass.    

 

 

I think it all starts with how and who called in the incident ,general public or news outlets tend to exaggerate when comes to aircraft. If it was a car they would the wheel fell off or drove of the road but if its a aircraft its a crash, or terrifying crash  for just about every think that happen to a aircraft even a flat tyre .  I thought there is a emergency service building at Bendigo airport  for bush fires etc , they may have used this one for training as well .    

 

 

I have got my coolant pipes in a way so don’t need the elbow .

 

 

if 19 rego you can use MACKAY HOSE part number HH1752 comes as 2 metre about $20 from a car parts place 17.5mm

 

 

So, if a wing hits the ground, the spar *doesn’t* need to be checked? Thanks for the heads up! 

Furthermore, conflating stick and ruddder skills and being a top bloke with being a safe operator is ludicrous. 

 

When you stood in front of the wingtip, with the bit of ground-off metal, you could not tell that the tip was bent. If yoy stood on the other side of the engine, you could. And, by the same method, you could tell that the other wingtip was not bent.

 

I must say, this thread is most revealing. Not only am I supposed to be deferential to my seniors in general, but it turns out that if someone is an experienced pilot, they are excused from having to get the wing checked after the tip hits the ground! 

You can tell you are new into flying ,as if you have been flying while you would no a lot better then put all this on a public forum . If you have a problem with how that person is  operating a school aircraft talk to him . The flying group is a very small group you will soon run out of friends . 

 

 

A while ago, I was offered a ride in a Sivana. The pilot said that there was some cosmetic damage to the right wing tip because the plane toppled over trying to exit the runway quickly. When I had a look, the last foot and a half of the wing was bent up - not nerely a cosmetic problem. To my reasoning, the plane was U/S. 

The pilot said that the plane had 40 hrs on it, including training, since to incident. 

 

I feel like a —— for posting this and like a —— for not posting it sooner. The morals of the story include 1) if a plane has been in an incident, make sure for yourself that the wings are still straight and 2) as Yogi Berra (?spelling) said, you can see a lot just by looking. 

 

There might have been only 1/1000 that the inside of the wing was f——d, but it’s the 1/1000 things that make the fatality rate 1to5/100 000 hrs, IMHO. 

 

The same instructor was telling me that he had just delivered a plane and had trouble seeing the ground because of the cloud. If you have been a student in this plane, and you read this, you know who you are and might know what you should do. 

You like you have flown in aircraft like thrusters ,drifters,scouts,quick slivers ,trikes , weed hopers ,flight stars. These where all run of the mill ultralight aircraft 20 years ago . After hundreds of hours of them  bill,s become a lot easy going towards flight training because he had no more scare left in him  . All those aircraft the wing in the air  was nothing like the shape it was on the ground about the only think was the same was the colour of it .  Ait was nothing to see wing twist up the 100mm at the tip in any direction in rough time conditions . The savannah is a good aircaft and bill gets it into places the rest of us only dream of with a good over all flying school . You are lucky to have a instruction in the 1980,s you bought a single seater and your first lessons was solo  . As using your figure 1/1000 people you can miss read at first impressions . You did  the 1/1000 

 

 

Mmm

 

 

I heard was low time pilot and blades where unloaded in someway causing a oscillation then power was applied to go around then blade hit tail and nosed straight in . Very lucky was at low lever .

 

 

Maybe the last pilot left the keys in it :) it one of those things no matter want rule you bring in you will never stop it ,people even steal arm tanks, boats,cars ,trucks ,wheel chairs for a joy ride you see it on the news at south Brisbane . At the end of the day someone has to have access to it so how do you brain scan them to do the right thing .

 

 

I thought the Lightning was a copy / spin off from a esqual vm1 and they went on from there changing it . The designer of the esqual got killed flight testing one off them which set the company back years until a new own took them on and totally changed how they where built to carbon fibre . I,m not sure of the tare weight of the Lightning but the first of the 912 esqual where 340 kg and the new model have down to 285kg a rocket with 16 to 18 per hour fuel burn at 130knots . That is cheap to run all around then a RV or GA and with the light tare weight doesn,t become so much of a death trap if the engine stops .I,m not sure why you would need to do 200 knots ? isn,t 200 kms fast enough for recreational flying . If you are going to have a low wing aircraft the slowest stall speed aircraft is so much safer .

 

 

If you're talking about the Balance Master manufactured in the U. S., I've got a big one just in front on the prop (pusher) and one up front at the flywheel. No help whatsoever. Bought one years ago, no help then either. So why did I buy two now? Good question but desperation is the best answer I can arrive at.

If it's a Rotax two stroke pushers there is a lot more forces come into play what engine do you have it on . Daniel

 

 

Looks like a jab having a graze in a paddock . I hear they give a 500 hour warrranty on a new aircraft covers engine as well now .

 

 

I think one of those takeoff that went wrong because ?

 

It was a list of things added up to the end CRASH

 

Soft ground ,struts may have been low on pressure ,

 

lack of pilot ground handing as aircraft to dear to build hours on it

 

Because of the (airshow crowd) pilot maybe holding brakes on a little more to show off short take off roll ,

 

Basically at the end of the day poor design when prop diameter not suited for the aircraft under cart height .

 

IF you set up a tail dragger in level flight the so that prop touches the ground you are very poor designer.

 

cheers dan

 

 

Redundancy is a good work and is your friend, it, a bit hard to have a spare carby in the system, fuel lines don,t normally fail but how ever may get blocked or crushed by poor design when routing them and not using pre strainer and big lines .

 

 

I have see a light wing out land in a paddock engine missing , it wouldn't,t miss on ground but off and on in the air . After a lot of time wasted it was found 912 pump failing replace problem fixed .

 

I have a back up pump fitted always get used for my take off ,then out of circuit I turn it off but at same time watch fuel pressure gauge to check stay in green on manual pump mode .

 

The idea is to have some common sense in a fuel system in your aircraft , it's not a car or bike or tractor etc , it is a flying machine and has a Big different called risk . I fuel system is most likely to show a problem under full power ( which is lack of full flow ) the first daily check of the pump max flow is taking off . Most aircraft taxi,s down and carry out a fast idle engine system check then apply full power to take off , big down side so not the best time to find out you haven,t got enough flow throw pumps and lines . So you have to reduce risk by having a back up pump in take of up to at least 1000 feet where you might have a better chance having to deal with a problem . If you have ever flown model planes it is a standard practice to hold mode at full power nose in the air for a few minute to check motor doesn't,t stop with a fuel flow problem . It,s a bit hard to hold full size aircraft on the ground with nose in the air or either many pilots tire it up preflight and ground run at full power unless you are on a aircraft carrier .

 

So those with only one pump fitted to there aircraft they are a test pilot every take off ,because you don,t know you have a lack of full flow problem until you are out of runway .

 

Weather listed in the 912 manual or not common sense goes along way .

 

 

Only my two cents worth the student lost it which would be normal on the odd time how ever if you watch the guy on the right he pulls the power back at tree height . Then a little confusion which way there are going then student starts to put right stick on to hold it out of a left turn dropping left wing even quicker .

 

 

Hi Kasper

 

Thanks for the insight in trike wings , though speed would be the driving force behind new models . Much of those wing terms you have said are used in fixed wing aircraft as well . Wash out ,sweep ,and wing area are used in designing any wing for any aircraft and to much of any one of those makes a dog of a machine . Maybe with out making more red tape schools may have to set they own skill levels before they can be trained in the speed wings to reduce risk at low level to everyone involved . The bad crashes in trikes I know of ,have been under 500 in turn not showing off .