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kiwiaviator

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Posts posted by kiwiaviator

  1. 7 minutes ago, GolfWhiskeyHotel said:

    Battery is so light as to make no difference.  I have necessary weight and balance sheets. (Attached here)   I can see how to calculate aircraft index units. But I want to know how to calculate backwards so to speak , or how to achieve lower Aircraft Index Units by a known amount.  For example ; adding 1 kilo to arm at -3750mm (tail) moves C of G rearwards by ? mm. I'm not a maths expert. I can guess, but I want to KNOW.   Cheers

    weight 1.pdf 690.66 kB · 0 downloads Weight 2.pdf 278.15 kB · 0 downloads

    Battery may be 'light' however moving it from forward of datum to rear of datum can make a difference. You can use Ozrunways W&B to do what if's. You can add new stations easily. If you do add weight near the tail, you need to be mindful of structural limitations as there is 'less aeroplane' back there.

    • Like 1
  2. 5 hours ago, RFguy said:

    Cowra  to Wagga  for lunch. Wagga is another place I have not flown to myself, have been with others. Managed to figure out the taxiways.  Locals very friendly. Lots of flying school activity in circuit, all had ADSB  enabled so I could both hear and see what was going on on the tablet. Lodged real flight plan on the way back complete with sarwatch.

     

    Excellent Cafe at the terminal with broad operating hours. 5-17 weekdays, 5-1330 sat, 10-17 sunday.  access from GA parking , get in and out via Gate 3. 

    good coffee and OK food.

     

    wagga1.jpg

    wagga2.jpg

    Good to see you getting around in your Archer. I just got my Cherokee type rating in an Archer in the weekend. Good solid easy to fly machine with plenty of power.

    • Like 1
  3. Glad you were able to tell the tale Glen. I hope the supervising instructor has been fully briefed on this incident. We lost two fine pilots and people on a base leg collision a few years back. They weren't as lucky as you. I also think training aircraft should have ADSB fitted for many reasons.

    • Like 3
  4. I used Skyfuel when I was in Australia. Great service and network so very disappointing to see. We have a similar issue in NZ at the moment. Gofuel was a AIr BP carnet provider however decided to go with Z Aviation. Air BP got wind of it and shut down the Gofuel cards. We only have BP on our airfield so its made it very difficult. Most of us have applied for RD cards who provide Air BP cards.

    We have been told that we can apply directly with Air BP however the general feedback is that its a nightmare trying to get a personal or aero club card.

    Recommendation at the moment for NZ aircraft operators is RD if you need Air BP pump access.

  5. 16 hours ago, RFguy said:

    Looks like quite alot of recession there- or is that a high crust ? Alot of recession would indicate long term overheating.  
    remember, once they get soft, essentially over tempered, its all over even if you keep the temperatures down....

     

    No recession Glen.

     

    A bit more info. Double springs installed. Non Jabiru forged pistons were installed at the last rebuild hence the lack of valve relief. This was due to the problems we had with the then supplied Jab pistons (that's another story/thread)

    I'm going to remove at least one more head (#2 which runs the highest temp)

    Thanks for the comments so far.

  6. 38 minutes ago, facthunter said:

    Unless the motor suffered a serious overtemp the interference fit must have been less than needed. . I suggest the seat be installed using liquid  nitrogen. (Cryogenic.) This is done with some Porsche engines. Don't make the inserts OD excessively large either.  Nev

    Good suggestion Nev. Used to dealing with cryogenics (mainly LHe in MRI scanners) and LN is readily available. Maybe I wouldn't need to heat the cylinder head if I used that method? My research so far indicates 7 thou OD oversize seat for aluminum heads.

  7. After a couple hundred hours of trouble free motoring since a major rebuild, I have experienced the first issue with my 3300A engine (SNo 33A1240) I had completed the usual 25 hour oil/oil filter change along with leakdown tests (>78 on all cylinders) A ground run was completed. No issues were observed and after a visual leak check, the aircraft was put to bed. The next morning I decided to go for a few circuits to ensure all was well. During the preflight, I rotated the propeller to check for normal compression, noises, etc and I noticed a lack of compression on one of the cylinders. I narrowed this down to #6 cylinder exhaust and removed the head to find a dropped exhaust valve seat. Photo attached. It obviously happened during the ground run.  This cylinder has reasonable temps sitting around the average (130 deg C in the cruise)and runs a little rich (as does #5)  I predominantly use Mobil 95 mogas. There seems to have been minor contact with the piston so I intend on replacing valve, valve guide and seat. I am an engineer with a background in avionics and mechatronics and do not profess to be an engine expert, so anyone with ideas, similar experiences, questions or other comments very welcome. 

    IMG_7060.JPG

    • Informative 2
  8. Quote

    In 2020, the aircraft was offered for sale. A pre-purchase inspection was undertaken on 22 May 2020 by a Recreational Aviation Australia Level 2 maintenance engineer on behalf of a prospective buyer. The engineer did not consider the aircraft to be in an airworthy condition due to contaminants in the carburettors, unactioned carburettor float service bulletins, and the mandatory rubber component replacement requirements had not been carried out. Subsequently, the condition of the aircraft was reported to the prospective buyer and the sale did not proceed.

    As the prospective buyer in May 2020, this crash is close to my heart. My initial inspection was enough to decide not to purchase the aircraft. The engineers inspection confirmed it was the right decision. If I had decided to go through with the purchase, it would have been a new engine. My thoughts go out to all involved with this tragedy.

    • Like 1
    • Informative 3
  9. 1 hour ago, Tasmag said:

    I purchased this exact kit, total POS. (Not from there, and not that price though)

     

    The orifice size looks like it was blown out with Oxy!

     

    Been meaning to fix it but haven't bothered yet. (Using a loaner instead)

     

    Mike

    I made the mistake of buying one of these. I have finally retrofitted the POS % gauge with a real gauge and it seems to work ok. Didn't check the orifice in the block. Maybe I should....

    IMG_6984.JPG

    • Like 1
    • Informative 1
  10. Jabiru 230C. It has a fuel pressure sensor hooked up to a light on the dash. Recently this light has been flickering in flight (without electric boost pump on) No indications of poor performance at all throttle settings. Instead of this red light, I would like to get an actual fuel pressure reading on my Dynon EMS. I have never been a fan of red lights that come on 5 seconds before everything stops. Can anyone steer me to an appropriate sensor? In the meantime, is there anything else I should be checking?

  11. 3 hours ago, Jim188 said:

    I have found the Jabiru team always supply me with a great service and there is no debate if they are the right parts or not, as with those wheel bearings, I ordered from Jabiru one day and they arrived the next. 

    Totally agree Jim. When I lived in Australia, I found the team at Jabiru to be very helpful. I even got to visit them one year ago when they containerised my 230 for export to NZ. Friendly and accommodating.

     

    I own an engineering company in NZ and buy bearings on a daily basis. It would be the definition of insanity for me to order a common bearing from Australia in terms of cost, freight and lead time.

     

    Having said that, I encourage Jabiru owners in Australia to buy local and support the manufacturer.

    • Like 2
    • Agree 1
  12. 2 minutes ago, kgwilson said:

    I cannot work out what the issues are. I was flying in controlled airspace as a PPL with RA pilots & aircraft in NZ in the early 2000s. The only requirements were that the RA aircraft had to be fitted with a transponder and the RA pilot had to have a CTR endorsement. The RA guys used to fly in to Hamilton Airport which has international traffic and a lot or RPT as well as lots of flight training happening (CTC an English FTF had 40 Diamonds + the club students) quite a bit to get Avgas from the club bowser. I didn't know they were RA most of the time as all aircraft over there are on the same ZK register. The procrastination & lack of good valid reason for CASA's delay beggars belief.

    Much the same over here in NZ except as of 31 Dec all aircraft flying in controlled airspace need ADSB. Also no need for a CTR endorsement.

    Regardless of licence type, the requirement for use of radio and hence entry to Class C airspace  is that the pilot must be the holder of a current Flight Radio Telephone Operator rating (FRTO). This rating can be gained by the pilot passing an exam based on the CAA approved syllabus, and a practical training exercise and assessment conducted by an Instructor. Approved bodies for holding these exams are ASL, SAC and RAANZ. Written test papers and syllabus for these organizations are assessed by CAA against AC61-3

    I could never understand why I could not fly into C or D airspace in Australia on my RAAus licence.

    • Like 2
  13. 20 minutes ago, Carbon Canary said:

    Oh, and back then the various refineries had a seasonal bias as to what crudes they would source.  For example, the Viva (ex-Shell) refinery at Geelong had a base diet of Gippsland crude from Bass Strait.  This crude was great for making 'light's such as petrol, LPG etc but not that great for diesel and heavier fractions such has heating oil which was used a lot in Vic, way back when.  Hence, leading up to harvest time, the crude buyers would source Indonesian and middle east crude that would produce a greater diesel fraction and in winter heavier crudes for a greater heating oil fraction.  As the product demand changes, so too must the crude oil diet to the refinery.  Of course that's all largely academic now as Australia imports most of its fuel as finished product.  If anyone is interested, I could bore them for hours on the hydrocarbon chemistry in an oil refinery !  

    Certainly not boring CC. I remember the Avgas quality issue in 1999 as it also affected NZ supplies. I was doing some work in Nelson  and had to made a decision on returning home in a hired C172 across Cook Strait.

    Even though I am no expert in the industry, I have heard that water slugs in shared pipelines are used often. Always do a fuel drain, always...

    • Like 1
  14. 4 hours ago, kgwilson said:

    SE2 can see all FLARM equipped aircraft in Europe as their frequency is different. It would seem the market here is not large enough for them to add the Australian FLARM frequency. Neither of the aircraft in this incident may have had FLARM or ADSB.

    avtraffic.com provides audible FLARM info. As long as you understand its limitations (eg. internet based, latency, etc) it is another great tool in the box and allows you to keep those eyeballs looking out most of the time. Yes, its not much good if the glider doesn't have it or its not turned on..

    • Like 2
  15. 9 hours ago, Bosi72 said:

    The key recommendation is the "Standard overhead join", as per 013/22.

     

     

     

     

    Agree however the standard overhead rejoin is unsafe with meatbombs descending onto a DZ on the airfield. The more I think about it, the more I believe that the DZ should not be permitted on multiuse airfields. The other consideration with overhead rejoins is that there is still an element of risk with multiple aircraft arriving overhead at 1500' AGL.

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