jetboy

Yes Macgyver HT leads = spark plug leads. Sometimes they work out of the distributor and start arcing there too, if they had been put on with air trapped under the rubber. You can measure each one with an ohm meter, should be around 5,000 - if there is no reading at all there might be a missed end connection arcing. At 90 hrs the plugs should not have changed enough to make new noise. A loose distributor rotor is still a possibility. There is a lot of other stuff that could be the source, some GPS make lots of noise on various frequencies, carb should have a factory grounding wire to the engine block, scat tubes where the wire rubs on things, alternator wires burning up at their connector. If it still traces to ignition noise, I have some fairly technical test results on the Yahoo group here: http://groups.yahoo.com/group/jabiruengines/files/Radio%20noise/ The P leads to the coils (from the ignition switch) seldom are a problem, they are normally shielded leads but you could check that the braid is still grounded at the coil ends. Ralph

people have reported gradual worsening of noise caused by the distributor rotors getting wobbly on their shafts. The original carbon powder HT leads dont help also, factory new engines now have something better. As plugs wear (around 200 hrs) the gap widens which may contribute to increased HT noise. If your not running certified category, you can swap to DR9EA or the ND iridium plugs for better results (sit down while you price these) of course, your noise may be from something else. Ralph

Brillin air - better check your feet are not glowing in the dark or getting hair on the soles.... Nah the transponder is around 200 watts peak, only 2 watts average. But it can put buzzy noises about if everything is not well shielded. Like cellphones its not something thats good to be too close to, nowhere near the safety levels that require the radiation suit for my work. On the subject of plugs and HT leads, it appears new engines now come with inductive supression leads standard, rather than the old red carbon coated plastic ones. I replaced the reds with Bosch leads from Supercheap with good improvements. I also use DR9EA plugs now and that helps a bit too. Because all the plug leads already have resistance, do not add resistor plug caps. The R type plugs are OK, I tested for them and the HT coil is not under any extra stress as long as the gap is kept to min. limits .020" Ralph

I used to use Castrol TTS for a 503 ran well no oil related problems. I thought Penzoil is no longer in production from the US suppliers so choices will be limited. Just dont use any oil for outboard motors they run colder and that oil will not be good on a 447 Ralph

My 2200 was supplied with the 2 outlet pipes but not fitted. I chose to have a 2" single pipe centered at the midpoint of the muffler and exiting at a slant out the bottom. I got the welder guy to copy the hole pattern on the portion inside the muffler like the stock pipes. The original pipes had different number and pattern of holes each whether thats intentional or just production tolerances who knows. The B22 Bantams seem to be fitted with just 1 stock tailpipe. I dont know how noisy I am compared to stock, some observers have said it sounds and flies like a Hughes300 others say a big iron Cessna (but not as fast) It runs a whisker over 3300 on climbout some days so the flows are OK Ralph / CH701

The folding wing option is only for long term storage - like over a snowed in winter etc. It is nothing like the 9 mins or less I saw on an Avid flyer. In practice even Avids dont get folded unless they have to. the difference in hangar space is not that much. With the 701, fuel has to be drained if there are wing tanks fitted, because it will flow out the vents when the wings are rotated. the struts have to be unbolted and the jury struts and putting the wings back in place without crunching up the root fairings is not easy. I have not got that option it is a knuckle joint that holds the wing root to the fuselage when the standard mounting points are unbolted. the standard points are still used for flight. I expect it would take 45 mins to acomplish this. Ralph

Its a special BNC style connector and is mounted with a circlip to allow float for alignment. But the good news is these are common in a range of avionics stuff so you may be able to salvage one. Also the tray for the A200 is compatible with the King KY97a. Ralph

If you are referring to the "headsets Incorporated" kit I have one fitted in my headset (USA mil spec but not DC) and they are a good unit, having the advantage that the ANR does not affect the normal headset operation. Also service was good when my C150 got converted to amphip mode during a flood one of the boards corroded and they sent me a new board and couple of mic capsules free. The headset is now no.1 in the CH701. I remember letting a passenger use it for a bit and I struggled to get it back. dont rely on the batt box, just wired a 9V regulator powered off the aircraft power, so I leave it switched allways on. Ralph

Its very common with the Jabiru setup for this to happen. Usually worse when you "need" to stop short? Mine doesnt falter or stop anymore since I put a sleeve around my throttle linkage that prevents pulling the idle setting back past the idle adjust position. This probably was not an issue with the original lawnmower throttles, but a proper aircraft one can easily bend the idle tab back further than it was set for. My sleeve is in fact the primary idle set adjusment, which stays on the high side - 950 rpm. Ralph

Download all the chapters "care and feeding of the rotax" from CPS (california Power Systems) or airwolf by Mike Stratman you are bound to find something important there. I've maintained a couple of 503 but not seen the oil stains pictured. Yes if there are any pits in the needle roller bearings or wrist pin distress - blueing etc. its going to be goodnight nurse in short order. Been there done that. Your model will use cageless needles - should be OK, main defect is likely stuck rings, 503 is the best 2 stroke Rotax made, IMHO Ralph

FWIW my work involves electronics and heat transfer paste which is usually zinc oxide based with an oily or silicone grease binder. When run hot (like over 75 deg C) it usually dries up and cannot be re-used. In the ealier days the best heat transfer used beryllium oxide we dont want to go there. When I got my (new) J2200a I dont recall seeing any antiseize on the plugs. Must have removed at least one to fit a CHT ring. I checked the condition of one plug in each cyl. at the specified interval (to avoid unecessary disturbance of the threads and seal washers, been there done that). By 150 hrs I found they did not unthread easily, due to buildup on the plug threads scraping away at the head threads. I replaced all plugs at 200 hrs and now use an antiseize paste. Wont know the outcome till next check. Another note - if new plugs go in too loosely get some calipers and measure the thread dia. - should be 11.80 mm not 11.56 mm as a batch of NGK D9EA supplied in NZ was found to be. On the original question of Rotax requirements, I thought the special stuff was for the 912s, the stuff our club use is pinky colour and smooth silastic RTV looking, unlike any electronics paste I've seen. Ralph

Firstly Paul I dont think you'll get anywhere on this one as i already represented the issues to said manufacturer in as simple terms as possible but they denied that the product was ever non compliant to the TSO. If you are technically inclined please read the copious data from Keith Peshak probably the only person in the avionics game that knows how these things work (NOT) Do transponders even work? - Democratic Underground Now on to answer your question: In NZ March/April 266 Vector publication (probably still available on the CAA website) there is an article detailing the fact that Airways NZ changed their radar system and susequently discovered it no longer worked with certain mode C transponders mainly Microair that till that time had been properly working. Microair claim they built the T2000SFL compliant with the TSO, and they probably did, like many other manufacturers previously had. The most well known glitch with the TSO was the "Terra problem" that occurred in the USA some years ago and required a huge recall program that ultimately crippled the company. The cruel joke is that it seems the TSO is faulty, and no one will fix it. So in 2006 Airways NZ changes the radar causing everyone with a pre rev-6 Microair to stump up for a factory return and refit program. Our club had just purchased 2 Rev-5 and the avionics shop would not certify them until they were fixed, although the mod for these units was free of charge to recent purchasers. I dont know if the Aussie Airservices have done a similar job to their radars, from my observation you wont be able to do anything about it - but why worry, ADSB is just around the corner, and a T2000SFL wont work for that................ Ralph

Motzartmerv you alluded to a factory test of a new ignition please tell all.... I note that one of the guys in the US is fitting a separate system and not havung any distributors on his rebuild (from a failed crank drivegear problem) I've not had any trouble with the lawnmower coils to date except the low battery/no start issue - recently swapped out my oldish Odyssey PC925 (actually the Genesis version, same specs) for a better one and normal starting has resumed The other reply mentioned Deka battery are these a house brand of something at Supercheep or k mart? and what type of batt. is it - sealed AGM? Ralph

Daniel, Omaha Flats is on the charts, Northeast of Warkworth & Matakana, being non-certificated it does not have a VFG entry, nowadays used by prior arrangement due to the amount of livestock around - horses mainly - that require consideration and training by the resident 701 and gyro operating there. Scroll down here for more http://homepages.paradise.net.nz/skypilot/airfields.html I missed the 75% point from the graph and the 100hp rpm so have added these. Another factor is these figures are static load, I have a table of flight load rpm vs. % power load for a C150M but wont bore U with these. However I added the equivalent rpms for jabiru engines to the table, for the various engine power settings propellor load, rpm, % power, fuel gals/hr @ 5.8lbs/gal (US gallons!) Using these characteristics of propellor load vs rpm, scaling for Jabiru engines If you achieve 3300 rpm @ full throttle, then setting throttle to lower loads results in the following rpm and hp; rpm %pwr g/hr % scale rpm 2.2/hp 3.3/hp 2040 40% 4.8g 74% 2448 34 48 2180 50% 5.4g 79% 2616 43 60 2320 60% 6.2g 84% 2784 51 72 2450 70% 6.7g 89% 2940 60 84 2520 75% 7.25g 92% 3024 64 90 2570 80% 7.5g 93% 3084 68 96 2670 90% 8.25g 97% 3204 77 108 2750 100% 9.3g 100% 3300 85 120 Ralph

The published engine power curves are based on full throttle setting. If you reduce throttle for an easy cruise the prop load is not the same. fuel flow or prop load is the only way to know where % power is at. of course fuel flow might be higher due to other factors. Graph fron continental O-200 engine manual: 100 hp full power propellor load, rpm, % power, fuel gals/hr @ 5.8lbs/gal (US gallons!) 2040 40% 4.8g 2180 50% 5.4g 2320 60% 6.2g 2450 70% 6.7g 2570 80% 7.5g 2670 90% 8.25g 2800 100% 9.3g Ralph

VDL-4 is a specification for transfer of data from aircraft using the aero VHF range. It is implemented in Europe so most info is found from over there. "VHF Data Link" is what it stands for. In a full ADS-B in&out system it would likely consist of a dedicated VHF data radio and antenna. A data radio is simpler than a com radio, therefore can be cheaper, certainly cheaper than mode S, and the range of VHF is far, far greater. For the lowest form of ADS-B reqd, ADS-B out, it should be perfectly feasable to have the ADS-B controller wired to the existing (new type) com radio "copilot" transmit key line and the radio software organised in such a way that the radio, if not already busy receiving traffic or transmitting on com, will switch to the designated ADS-B channel and send the data burst, then return to previously set com channel. this is a similar function to when you push the "go to emergency frequency" button. The Microair and Xcom already have the hardware and functionality available to do this, however I have not discussed it with them. even my old King KY97A would be able to manage this with a few mods. Other than a few forums I attended at Oshkosh and fixing up radios and their installations from rag&tubes thru turboprop jump ships, I get most of the background info off the net. Sorry to drag the tech stuff thru gen. discussion, if any more questions perhaps we should move to "radios" or somewhere Ralph

Unless ADS-B VDL is allowed for low level ops instead of the current 1090 MHz only version things will get very costly. The FAA allow for either Mode S, VDL-4 (VHF), or UAT (978 MHz, as made by Garmin) in their proposal. The point is that 1090 mode S extended squitter or the UAT frequency will allways be expensive, and totally unecessary in our region, wheras getting Microair to make their 760 into a VDL-4 compliant radio would not be that hard to do, and remember the whole reason for going ADS-B as far as FAA was concerned is to save money on ground radars by shutting them off. That means if you are equipped with ADS-B VDL you wont need to fit a 1090 transponder. (which is why Microair will never agree to develop it) Ralph

If youre desperate you have some choices: in UK website there is mention of adding a 3rd system for starting, with a changeover switch and retarded (no pun intended), or you could fit an entire Rotax setup - pickups, 4 coils, no distributors, may need different alternator windings - huge $ certainly more than the $150 for the lawnmower coil or I read in the USA one of the first 701s with a 2200 runs 2x 12 AH batteries in parallel for 12V running and switched in series to the starter motor (24V) The last method is the only one I'd consider - but I already have a PC 925 battery there, apart from one time it was low and wouldnt fire up (yes it was annoying) that size battery is adequate (mild winters here too) Ralph

In NZ it cost $120 to the CAA for the yearly rego / participation levy Our RAANZ or other approved organisation is around $60 they dont include any insurance which for 3rd party only cover is costing me $375. RAAUS seems to have a pretty fair insurance deal I think our organisation should pursue the same - Jeez we're being really milked here and thats no bull Ralph

Peter, The antenna appears to be mounted on a strong location (good) but without any load spreading doubler plate (poor) and the groundplane should be centered on the antenna mount whether the antenna is a sloping one or not. Could you bend up a doubler .040 or .063 aluminum and extend it over the ridge to join the existig groundplane with a line of rivets (pry the groundplane away a bit to do this without holes thru the fuse? Check that the comnant grounds thru the bolts and discard the earthing wires. If you have area forward of the antenna, no need for the aft groundplane at all, just run four radials of copper tape or wire braids in an X pattern from the bolts, the radials should be 24" long each. you could use strips of Al but i wouldnt use Al tape unless your careful connecting it, as it will come away later or corrode at the bolts. Ralph

Ken, some data from my installation, 2200 running Aeroshell 15W/50; after 25 hrs no oil cooler adaptor, ELO sensor in std. position, startup 50psi 2400 20psi 220degF 2600 20psi 230degF 2800 22psi 230degF 2900 22psi 240degF at 50 hrs with oil cooler adapter and hose fitted startup 50psi 2800 50psi 180degF 2800 47psi 200degF 2800 40psi 220degF 2800 35psi 230degF with oil cooler 2900 42psi 220degF at 200 hrs with new VDO sensor on lower port (oil gallery after cooler and filter) startup 50psi 2850 38psi 160degF 2850 30psi 190degF SB004-2 was carried out after the first tests and made no difference to pressure readings. The factory sensor failed and replacement was installed in what I consider the more important position for the last readings. gauge was VDO 0-80psi throughout. Ralph

Rule of thumb for changing prop dia; every inch of dia change should be matched with 2 inch inverse to the pitch. For your decrease of dia by 4" you should be looking at increasing pitch to 50" note your thrust efficiency will also drop around 5% to answer the question directly, the load will be lower with the quoted smaller prop. Ralph

Places to stay might be hard to find the EAA runs a website to find latecomers accomodation or you can buy a tent when you arrive. I was lucky one year the NZ tour I was on went to Florida and the day we toured the cape there was a shuttle on the pad that had been delayed a few days so we bribed the bus driver to go there the next day. Universal studios at Orlando was good saves going to the ones at LA (which burnt down last week anyway?) From Oshkosh a couple of hours on the Greyhound gets you to Milwauke and the Harley factory tour if youre that way inclined - pick up an engine for the aircraft if you must If I was going again being a country boy would tend to stay around Wisconsin and maybe go up into Canada, closest i'd go to LA is Arizona there are airfields at Flagstaff, Prescott and a nice one at Sedona where the local flyers congregate for breakfast / lunch / whatever (i suspect they do this all over the states if you can find the small airports) Keep us posted and enjoy the trip Ralph

Facthunter, I would have gone with the Norton in its current form on my CH701 if I could. The Norton aero rights were bought out by Midwest rotary and more recently Diamond Aircraft and in 2004 there were 20 or so "in the back workshop" at their Austria facility. I got a PDF from them for the GIAE110R sorry can't attach its 1.7 Meg file pm me if anyones interested, but no price/ availability date, they said they were awaiting completion of certification. There are allegedly 2 13b based builds being done in NZ, a 2 rotor is in a T51 airframe at Hamilton this might have been assembled by the owner it uses the local Autoflight reduction unit and the Kahu gyro outfit is said to be producing 2 and 1 rotor engines At this time the only available proposition does appear to be Rotamax which seems to have as good a history as any. http://www.diamond-air.at/diamondengines+M52087573ab0.html Ralph

There have been a few reports of engine failures in the US and proprtional to the numbers flying its probably a high rate however they are all initial installations and not volume produced. Because few rotaries have bee sold by any of these companies they have not developed the next step - kerosine/JetA/ diesel fuel use yet. Very dissapointing as most of their websites (typically 3 yrs old) say that option is "under development". The Renesis Mazda engine is a good candidate for JetA - it has injectors much closer to the ports - I'm not sure if that would be enough or does it need a GDI system like the Yamaha? HPDI outboard motor system to make the kero vapourise for spark ignition? Ralph