Blueadventures

2 hours ago, KRviator said:

Problem here is Jab is Oz based and the Australian Consumer Law might well come into play. If you can demonstrate you have suffered a consequential loss as a result of a faulty product, you are likely entitled to a remedy (Ie monetary compensation).

One would hope Jabiru is across that, or at least, has sufficient insurance to guard against it as while there wouldn't be many people (a few shearers, and flight schools perhaps) that could claim a loss of work on account of the crankshaft problem, just the $$ involved in R+R'ing the engine to send to them isn't gonna be cheap if you have to engage a L2 or LAME.

Spoke to a friend who flew today and he said the Jab 230 in his hangar with a new gen4 six cylinder and said I hoped its not subject to the recall.  On my way home before I phoned to ask what he found out.  The engine is subject to the recall and the owner will fly it to Bundaberg for the work on the 1st June, said expect a week turnaround.  I'm flying tomorrow and the owner of the 230 will be out there so I'll ask him.  We usually have a cuppa after a fly so will ask then if Jab are doing the removal and refit as part of the fix or if he is paying for the removal and refit.  He is very competent as has built and early model jab and a mechanic by trade so may even do some spanner turning down there.

2 hours ago, BrendAn said:

Yes. Raaus really did a good job here.   Same the other week when they did my new xairs  transfer and rego.  It's easy to complain about raa but they should be given credit too when they earn it.

Agree, my w&b went through RAAus tech with no further information or documentation needed, approved by a third party and no cost or fee; just took a couple of weeks.  Quote for w&b by an approved organisation and included travel was $1800-00 and if two on same day the travel component could be split.

10 minutes ago, GolfWhiskeyHotel said:

I believe they do replace your crank with a new one. But its up to you to get the engine to them. I am quite pleased with their response to a nasty problem. I have 3 customers waiting to send their engines. 

If I was affected that would not be good enough.  You should be able to drop of the plane and pickup when done.  Or if distance a problem the removal and refit etc at their expense.  Could maybe make for a class action.

14 minutes ago, BrendAn said:

It says no component cost to the owner. Doesn't that mean they will only supply the new crank. Owner pays the rest.

Yep, they should do exchange engines.  That would be fair and pay both freights and the removal and install cost. 

5 minutes ago, BrendAn said:

Crap. Why are trying to stir up shit.

I bet you have not even looked at it

Agree was going to say the same, very, very rare to be provided definative and total advice these days even by the regulators, they will only advise generally and say to apply and they will then specifically address your application.  

31 minutes ago, BurnieM said:

Its also a SAAA information document.

 

This may or may not be all the current CASA requirements.

 

 

 

Its a great guide, it alerts you to where you need direction from CASA about additional information to support the application.  Best guide available.

2 hours ago, turboplanner said:

No, tried RAA as a low cost alternative, but when I ran the spreadsheets found it was more expensive than GA, but my interest is in cross country.

Is that because you did not do your own maintenance, annuals etc. 

Design is over600kg so should have got 600.

1 hour ago, BrendAn said:

397 kg empty. wouldn't have much payload

Right in the ball park of a jab 230D as they are listed at 390kg and some down to 370kg then compare fuel capacities.

16 minutes ago, FlyingVizsla said:

RAAus register says its a J2 Auster

Yep; there was posts about it on the Auster Owners Face book site yesterday.

Looks like fun and nice weather.

Got all done now 600 kg, just need weather to clear; all clagged in at present.

52 minutes ago, BrendAn said:

Small aircraft near point lonsdale Rd.

Emergency services in scene.

Hopefully no one is hurt

Looks like a Robbie 44 mast, will await conformation.

On 26/04/2025 at 1:09 AM, Underwood said:

Blue, any update on your 600KG Nynja?

 I received a text from RAAus Tech that all my Nynja’s paperwork regarding w&b has been approved and will receive email approval to 600 kg tomorrow. Yeeha!

The stitching failed the 'Bettsometer' test; at about 1kg stitches broke (needs to remain intact at 1.360kg). Seems aircraft spent a couple of years in the open.  New skins (all) were purchased from UK. Wings, rudder and one tail plane are done.  Do some more tomorrow. Owner Ben is looking forward the work being done and also getting the 600 kg upgrade approved. I received a text that all my Nynja’s paperwork regarding w&b has been approved and will receive email approval to 600 kg tomorrow. Yeeha!

1 hour ago, Rapture said:

For those that didn't make it to AusFly, here is a photo of our 110hp CA510 minutes after we opened the crate which had only arrived in Adelaide a few days before the event and we were that busy that we didn't open the crate until we had arrived at Wentworth. Luckily, it was all there and in excellent condition. The fine specimen of a man watching over it is Milton, owner of the yellow Lightning Bug who by the way is selling that Bug to help fund getting the next Bug flying with a Zonsen engine in it.

The boxes that came with the engine contained the accessories that we ordered with it such as mounting rubbers, etc.

 

 

 

The cylinder fins look turned 90 degrees to the air flow and looks like the coolant jacket extends under the head onto the upper area of the cylinder. very different to the lower hp version I've seen reviews on.  Thanks for post.

24 minutes ago, facthunter said:

Why would a billet Crank weigh More than a forged one? I can't see why it would have to. (refering back a little way). Nev

If question is about my posts reference to weight it was referring to the additional material at the forward end on the case (crankcase) that would allow for more distance between the two bearing there to add better support and that would mean the prop adaptor flange and its spacing to be shortened as explained by Paul.  I reckon you would enjoy a day or two in Pauls workshop; I know I would.  Cheers.

Definitely a good development; however will add a little weight which may be offset by the shorter less mass of the prop flange / spacer.

7 hours ago, onetrack said:

It appears so - but the reverse is the case - were forged, now billet. The article says "Jabiru has now reverted to machining crankshafts from imported (solid) billets". The suspect crankshafts were forged.

 

It's a curious decision, because I was always under the impression forged crankshafts were superior, with a better grain flow in the metal, leading to improved strength and durability and better resistance to cracking.

 

Crankshafts machined from solid billets mean the metal grain is cut and discontinuous, caused by the machining, and as a result are generally regarded as weaker.

 

I would suspect the faulty forged crankshafts have been produced from a substandard metal that either failed to meet specifications, or it contained internal flaws - or it was heat-treated and tempered improperly.

 

I would opine that Jabiru have taken over direct control of the crankshaft manufacturing, possibly doing the machining in-house, whereas previously, it's likely the forging was outsourced and therefore less ability for Jabiru to keep control of product quality. Ongoing and constant checks are very necessary in repeated production, as errors can creep in, resulting in large-scale disasters.

 

Even robotic manufacturing is not immune, someone has to keep a watch on the robotics parameters to ensure they don't move from their settings.

The early billet one Paul is working on in his shop has a cracked crank and the recall is on the newer ones which have a forged crankshaft.  

14 hours ago, onetrack said:

It appears the crankshaft design has been fine, up until this particular batch - so the problem is in the batch of crankshafts, not in the crankshaft design.

Not sure, but is is connected to were billet now forged?

6 hours ago, Underwood said:

Blue, any update on your 600KG Nynja?

Its close; received message that will be approved to fly early next week.  We've had short weeks and school holidays over here so expected possible delay. Didn't matter much two weeks ago as weather was horrible, great now.  I'll post when I have paperwork back.  Thanks for asking, Cheers.

9 minutes ago, onetrack said:

Doesn't anyone manufacture "thornproof" tyres for aircraft? When I was a young teenager, riding a bike everywhere, "double-gees" (or "three-cornered jacks") were a curse to us for causing flat tyres, as they were in sizeable quantities in numerous places. But Dunlop made the "Thornproof" bike tyre (specifically because of the aforementioned seeds, I believe, from the early 1900's) - which tyres I bought, and they were a Godsend, no more flats from spikey plant seeds! - and they were very effective at resisting punctures from other sharp objects, too.

 

The Americans produce a bike tyre liner called "Tuffy", and this liner is effective at resisting flats from spikey plant seeds. Surely, someone has produced a liner for small aircraft tyres to improve puncture resistance?

The tyre repairers hate the "Fix-a-flat", "Tyre Goo", and other puncture-curing liquid products, because they make such a mess, and make tyre repairs so much more difficult to carry out.

The P3 does not have a mess inside when used just a thin dried coating. (Skippy message not for your viewing; so don't get up tight about the fact that it is not my tube / tyre I'm talking about; I don't want you concerned that its not personal experience / ownership of the tubes😇.)

The tyres I'm talking about are not ply rated but advertised as like 4ply in strength.  Thread depth is 3mm.  The Sava type on Wagga Bike and Tyres webb site.  For sure a heaver thicker 6 ply tyre would be better.  Yes the 3 corners get us for sure.  I carry two spare tubes for this reason to fit a new tube, need to ensure no thorn or thorns in tyre before fitting.

39 minutes ago, skippydiesel said:

Yes , you wrote about the product, all the tools you have and some tips on wheel/tyre removal  but did not mention any actual experince of the product mentioned/shown.

 

Experience is all important. Without it you are just echoing marketing & third hand myths, which does little to inform the Forum readers😈

Skip; I've shared what I know, Your detail is piss poor as you don't bother to share the brand you used with success.  You often do this when you push for detail off myself and others, you need to lift your game or exit.

As for your comments running down my information you can keep your opinion to yourself.  For others I can assure them that the information is as good as top shelf RD testing by an approved authority, and I'll back in the effectiveness of the Motul P3 product for flat tubed tyres.  

10 hours ago, skippydiesel said:

Blueadventures,

 

As a repair in a can proponent, would you mind addressing the perceived negatives.

 

How often have you used this sort of product onan aircraft tyre?😈

I have detailed my knowledge of the P3 product in the earlier post and in the other thread.

It would be helpful to all if you could update your post with the product brand detail of what you used.  You have omitted this information.

22 hours ago, Freizeitpilot said:

Just curious - does the P3 have a flammable propellant and the can have a temperature limit stated on it at all ?

It contains a flammable propellant; there is a safety data sheet for it. It works very well I'm told by a reliable person who has used two cans on at least two occasions as he fly's a Nynja at an airfield that has thorns in the grass.