jetboy

for starters Repco's ROF21 is what I've switched to but SCA now have their own brand now in two types - the high efficiency and regular. The Z386 was for a Datsun 1200 so should be available in some form. my original Rycos were made in South Africa and seemed very good but the later ones are too suspicious. Jabs come with Joywell or something like that now if you look on their pictures

http://forums.whirlpool.net.au/archive/2237748

Ryco Z386 has been manufactured in different places over the last 10 years. After the recall (only affecting Aussie product - not the ones sold in NZ by Supercheap according to them) I returned them and started using the Repco version The main users of these filters OEM was Jabiru and CAE - both of which I believe switched to other brands on the new engines

There are actually 3 sides to the story to recap, here is the CASA side of the story Luckily so far no other Aviation Authority in the world has taken notice of the CASA actions if they had, the export of engines may have shrunk a lot quicker than it has.

As an observer - we dont have these Senate pollies here - but I thought the pollies at least 2 of them did something positive about looking at CASA and there now should be a third pollie (Pauline uses a Jab doesnt she?) to deal to CASA in the manner required. Queensland Senator questions CASA over Jabiru Engine - Australian Flying It wasnt the pollies that saw Camit screwed, it was the CASA unfairly grounding of Jab aircraft and banishing of flight school aircraft from the airports which killed sales suddenly no more engines were required to be built by their contract manufacturer. CASA ought to have limited to withdrawing the type certificate for the affected engines until they are satisfied those conditions are met. The ASTM engines are not in their remit. Jabiru are just giving the finger anyway and boiling up an externally sourced product. I'm sorry the good guys took the hit so far but it seems timely that the Senate should be reminded to follow up on that inquiry they suggested. Ralph

I havent seen the episode you refer - so maybe some context is missing Its important for a Jabiru owner to know what washers and loctite can or cant do. think flywheel bolts where they now use Nordlocks but the plain type not the belleville Nordlock X series which the Brits I think started using first. for aircraft bolts there is a 'washer' profile under the head so a washer is not normally used there but one is normally placed under the nut presumably to spread the contact area and prevent scuffing of the clamped parts when tightening. also the washer material and coating is important for corrosion control There is plenty of reading available about this in AC 65 manuals from the FAA so an experienced LAME would probably know more. star washers, spring washers, tab washers and belleville. AN series have thick and thin for adjusting the amount of thread clearance remaining inside the bolt as well as penny washers for spreading loads across wood or for shielding rod eyes from disconnection failures.

Gustavo, please report how the replacement radio (Flightline?) works out. I have seen these available for a few years and they seem to be equivalent in most respects but lower price. From your diagrams it looks like the intercom enable wire will need to be added like for an Xcom760 schematic

Rudder is usually stiff due to the centering blocks / bearing of the nosewheel You can add PTFE lube and / or smooth down the centering vee also the cable tension depends upon the nosewheel position so best set with nose clear of ground (tightest point) Left roll is most likely a normal effect of the elevator bellcrank being offset on the control rod Holding the stick left loosens both elevator cables, holding it right tightens them It is possible to reduce this by arranging the elevator cable separation bungee cord to tug the appropriate cable sideways A more direct method might be adding a bungee at the bellcrank I just got used to it......others have redesigned the whole bellcrank onto a stationary bearing

Gustavo, you are probably better equipped than Microair to do the checks by the look of your workshop..... I have done similar investigations on these radios and the transponders - look for solder shorted tracks Yes I have seen this happen on a unit purportedly only serviced by the factory. If anyone can help with schematics that would be truly useful - to date the factory has not been cooperative so i still have a T2000 being used as a wheel chock Kyle if you can help maybe the circuits could appear on Mods.DK or some neutral place from memory, the transceivers series modulate the RF transistor, so the modulating transistor supplies about 6V to the RF final stage when in transmit and +-5V from that when speaking. If fuse is blowing only during transmit, that is the area to check Ralph

30 psi and top them up every other year this is for the big Matco wheels originally came without tubes but now 2 of them have tubes inside - the tyre has "tube type" printed on it

and dont forget the gumboots

There is a paragraph in the manual about alterations that may be required if using old type mics, or non aviation standard mics. There is nothing special about ANR headsets on the Microair, same rules of engagement apply to any installation.

The coil packs on Jabs are at their hottest during taxi and shutdown after flight because of heatsoak. They are mounted behind the cylinder cooling fins. Since about 2006 they are required to have blast tubes fitted to help cooling them, but these are ineffective on the ground. They also changed the brand of coil pack which reduced the failure rate so its uncertain whether the cooling tubes are needed.

for the engine to 'dead cut' when you test failed the L mag it means either the R mag was faulty or all the plugs run from the R mag were fouled and none of the plugs from the L mag were affected. These "mags" are just a coil / ignition pack for lawnmower engines and some of the jabiru supplied versions will fail when hot and work again when cool Replacing the R mag after these 2 occurences was the proper thing to do I carry a spare in my aircraft because it can take time to get a replacement. havent had to use it yet

The best handling notes I've seen - although dated - here CH701 STOL

As for the issue of mag failure, with the Jab its only lawnmower coils and they can and do fail from time to time, sometimes coming right later. Some are prone to heat failure and the current part is version #5 it seems you did the correct checks and returned to the hangar If its a school plane then the experts can sort it

on the Jab/Camit Yahoo group there is a link to the LAA (UK) approval for some types. https://xa.yimg.com/kq/groups/92172319/1960746753/name/SM14337+Lithium+batteries.pdf Ralph

or a GPS running

Does this mean that UK CAA have dropped CVD (colour vision) requirements for PPL ? CASA are embarking on a crusade in the opposite direction

If you have these instruments - particuarly the "turn coordinator' type often fitted to cessnas, it would be a good idea to get familiar with the operation. i prefer the bat / ball type turn & slip, as the aircraft shape indicator on a turn coordinator is not naturally intuitive especially when used in conjunction with a artificial horizon - where the aircraft marker is fixed and the ground/sky rotates instead. and the turn coordinator, as fitted in the Cessna I trained in, the little aeroplane moves in the opposite direction to the true orientation in a turn, if it is powered off. You check these things on the ground before takeoff, to confirm correct function. Dont ask me how I know this..... ralph

If you have switched on an electric powered gyro instrument then it will still appear to be working for a period of time after its switched off. That may be the reason you think its working without the switch.

the best flight manual I have seen is CZAW Zenair CH701 STOL edition 4- th CZ - March 2002 there is a similar one Zenair CH701 SP 4th edition CZ- January 2003 but this is full of errors they were adapted from the Zenith manual which has never been updated.

you can use the same connector for either radio by leaving out a couple of pins that are not essential. long story but mate has one of each and they both go belly up regularly so he refits the spare while i deal to the victim. i have a dead transponder to play with too. If i could get the proper service data for them it would be worth a look otherwise i'll be stripping it for the knobs and box.

i'd change the name on your displayed rego to 'airplane repo' 'airfarce one' or something. who's to know next time it might be some busybody saying youre operating a Jabiru Powered Aircraft over places youre not sposed to be - at least till July anyway

In NZ the SIDS requirements has culled a lot of Cessnas out and its only a matter of time for the other makes to catch on. I had a C150 in the days when these were allowed to be maintained to a generic schedule but the CAA adopted the manufacturers manual which now means new seatbelts and landing light switches, all rubber hoses etc. every 5 years for most Cessnas plus SIDS as another layer on top of that plus the 'on condition' engine life extensions has been more severely limited. Glad I bailed before most of this happened - the precursor was the CAA imposistion of the ARA which added another $1500 layer to my 50 hrs a year hobby. There are 3 organisations approved to 'run' microlights - they are Fly NZ (RNZAC), RAANZ and SAC and the actual rules of each organisation is slightly different but generally the requirements are interchangeable. Long may it continue the main threat to Part 103 operations is the influx of GA refugees / Porsche brigade who think everything should be the way they are used to "glass cockpits and ADSB for all" without realising that many entered this category for the freedom of building / maintaining our own planes when the regulations were written for a class of aircraft with low inertia characteristics, no commercial operations activity.