Thruster87

When I built my 601xl I got involved with 10 other builders to purchase Todds canopies at a very reasonable price.They had better optics and thicker then the original canopy supplied by Zenith.http://www.toddscanopies.com/index.php?id=140

You should run a program like CCleaner once in a while to get rid of your browsing history and the cookies the sites leave behind. Cheers

I friend [small GA repair shop ] had a CASA audit the other week and they wanted to see the release notes and batch numbers for the loctite joining compounds and the star/lock washers he was using. Also calibration date for torque wrenches and to note serial number of torque wrenches used for each job.

It would be interesting to know the level of competency [whether a student or low hour pilots were involved] in both camps [Rotax vs Jabiru ] . Is there any relationship between cost of aircraft and incidences, there are so many different ways of looking at these stats

This is from the marketing boom of 1964 when WD40 was released These days, they can’t even handle Baa Baa Black Sheep. How would they go with this?

Latest SB's http://www.jabiru.net.au/eula/eula.php?u=/Manuals/Engine/JSL007-5_Fuel_Guidance.pdf http://www.jabiru.net.au/eula/eula.php?u=/images/JSL014-1_Jabiru_Cylinder_Head_Inspection_4.pdf

Hi I have most if not all the newsletters and the operations manual plus flying manual for the thruster.Sold my thruster a few years back [will have to double check the achieves to make sure the wife has not turfed them] cheers

Hello Jabiru Fleet, Please find attached Jabiru FEA report AVS4CYL001-1 that we have produced in response to the RAA Airworthiness Notice 10102014 regarding Jabiru Cylinder Heads which the CASA is aware of. We know that many of you were concerned after the release of this RAA Airworthiness Notice so we have conducted a detailed Engineering Review including a Finite Element Analysis. From the investigation and analysis conducted, the cracks referred to in the report do not present a threat to the cylinder head structural integrity of the engine as a whole. This investigation also revealed that the cylinder heads on the engine with the cylinder head cracks sent to us had done 2,302.4 hours TTIS and 1,244.9 hours since the previous Top End Overhaul. The hours were done in a period of 2 years 4 months. There appeared to be confusion regarding the correct method of recording engine time in the maintenance log book. Jabiru requires that Hobbs Time be the sole method by which engine time is recorded. The problem with proper recording of engine time has prompted us to release the attached Service Letter (JSL010-1) regarding Service Intervals which clarifies your obligations concerning maintenance records. Please read the material carefully. Jabiru Cylinder Head AN.PDF Jabiru Cylinder Head AN.PDF Jabiru Cylinder Head AN.PDF

Steam driven [closed system] aircraft maybe a future concept using fusion reactors.Could we hope to replace a jab engine with steam so we could get the same reliability as a rotax 912

Sportstar Max looking and comparing what's on their Facebook page https://www.facebook.com/SunshineCoastAeroClub/photos/pcb.986567511369266/986556994703651/?type=1

A review of NTSB accident records indicated 159 accidents between 1982 and 2007 involving aircraft powered by Rotax. And as you'd expect, a fair number of those involved much of the same-old-same-old causes you'd find examining general aviation accidents—fuel starvation, VFR into IFR conditions, loss of control, carb icing, runway loss of control. But reports also cited engine problems, some with no discernable explanation. Gearbox issues have occurred and reoccurred with the Rotax models, and recently the company issued a mandatory service bulletin regarding checking the magnetic plug for metal chips and for proper lubricant. Accidents involving the other engines were far fewer—only three, for example, involving Jabiru-power; none cited the engine as a causal factor. The higher number involving Rotax-powered aircraft is understandable since Rotax has thousands more engines in service than the other manufacturers combined. The great problem in identifying engine-specific problems is that in the majority of installations, the engines power experimental/amateur-built category aircraft, where differences in mounting, accessory placement, cooling and vibration variations can instill issues that vary from one installation to another. And accidents involving Continental O-200-powered craft were as numerous as you'd expect for the length and depth of its presence in general aviation aircraft. Here again, many occurred through no fault of the engine. Still, numerous reports involved engine stoppages, heat-related power loss and other engine problems. Fuel starvation, poor maintenance, failure to observe operating limitations and some power losses lacking explanation populate the reports for both the conventional and unconventional engines. To paraphrase the words of one long-time Rotax service-center operator, the main problems involving the engines stem from many of the same types of problems—poor judgment, misuse, mismanagement and poor maintenance—befalling all aircraft.

Email from Jabiru ; Jabiru informed the meeting that it had been sending tear down engine reports to CASA Airworthiness section for many years without any request for more information or updates on Jabiru’s engine development, until urgent requests last week. It was also explained, that getting accurate information on incidents was difficult without any sharing of information between ATSB, CASA, RAA, Jabiru and cooperation from operators. Many of you have been asking for statistics regarding through bolt incidences. Since 2005 to date Jabiru has produced a total of 3,665 engines. In that same period there have been 35 through bolt incidences, some occurring in flight and some detected during routine maintenance inspections.

To Jabiru Fleet,Will the silent majority please become vocal as soon as possible to protect your flying privileges!! Rodney Stiff and Susan Woods have just landed in Canberra and will be meeting with CASA @ 11am tomorrow morning with Legal Representation and will be fighting for your privileges!! WE NEED YOUR SUPPORT URGENTLY by responding to Lee Ungermann at email: [email protected] via the below link as we only have a week for responses to be submitted Refer to Link: http://www.casa.gov.au/scripts/nc.dll?WCMS%3ASTANDARD%3A%3Apc=PC_102279 Regards, Jabiru Team JABIRU AIRCRAFT PTY LTD Airport Drive Bundaberg West QLD 4670

Any recommendations for a Rotax 912uls guru [Lame or L2] within the Sydney and nearby area.Cheers

Got mine from a auto paint supplier

Aluprep is mainly used to remove the oxide layer on Al prior to alodine application which is a chemical form of electro-plating to aid corrosion resistance and paint adhesion .Using an etch primer will remove the alodine and also any other surface/substrate preparations . Being using aluprep-alodine -paint [single coat zinc chromate or zinc oxide] then a top coat method for over 40yrs and find them to have lasted the longest to date. I have used Prekote for the past 6yrs and only so time will tell how it will go under the two pack epoxy primer [NOT etch primer] followed by two pack acrylic top coats.Where the heck are you getting your info to use an etch primer??? as you are just quoting straight from the prekote pamphlet. cheers

Why use a surface preparation and then use a etch primer? the organic acids [in the etch primer] will remove any such surface prep including alodine. Just use a two pack epoxy primer .If you want to use an etch primer just clean [aluprep] the surface to be painted.Cheers

Started my career in aviation back in 1969 and I have never heard that saying before, only insulting personal comments of individual casa inspectors

Got a local dentist Dr Moller

Totally agree , usually these inspections are based on a certain number of hours in service

At the end of the day with all the different ways people go about monitoring their cht's . I'm still wondering what would be the quickest/most accurate/cheapest way of verifying/calibrating the installations on our aircraft in the field cheers

I wonder how accurate a distance reading infrared transmitter /sensor looking at the cht would be,compared to other types of direct probe readings. cheers

Which is correct A spark plug gasket probe generally results in a CHT reading that's about 40°F hotter than a normal, threaded probe on the same cylinder. or The tab under a sparkplug reads the plug temperature minus the cooling temperature around the lug. Typically reads under by 20 deg c but if the plug washer is leaking can over read. the proper way to fit the probe is clamped inside a hole in the head or clamped on the surface of the head with insulation under the clamp.

I ended not having any insurance as it worked out way too expensive and I just kept the garage door locked.That was 4yrs ago so maybe they have come to their senses and you can now get it at a fair price considering it was just sitting all the time in a locked garage during the build . cheers

Get yourself a 50mm round extendable mirror and a good led torch and check as much of the structure [ gain access also thru all removable panels]. If wings are fairly easy to remove do so,as you can then look down to see the spars etc. It really depends on how thorough you need to be [ if you don't have a manufactures manual see other similar aircraft manuals] with respect to time since the last one and hours flown including number of landings.