Blueadventures

Seems that 3 secs and a bit after liftoff the cutoffs happened; I'd expect the flying officer would have his hands on the yoke and throttle; therefore the only person to operate anything else is the other pilot in the cockpit.  So looking like that person is the suspect at present at a guess.

I have a dual USB from Jaycar and soldered in the mod RFGuy suggested a few years back to eliminate clicking noise and working great ever since.  Used often to charge mini ipad and iphone with no issues.  Most recently on an 11.3 hour trip of 4 hops.

The Vixxen A32 is probably the better aircraft in the 600kg group compared to the Jab 230D in my opinion;  you say you have flown 32's and the 22's; and also worth noting is the 230D empty weight is in the 270 Kg range and the A32 is 320kg so have around a 50kg plus for the crew, fuel and other cargo weight.  (Vixxen A32 is 280kg available and 230D has 230kg available)  The Jab 230D can carry in excess than a MTOW of 600kg and good for the new Class 'G' group.  

14 hours ago, Keith W said:

A while ago I fitted a usb outlet into the panel of my J230 Jabiru to keep my iPad charged as I’m flying, I bought it from jaycar and it worked fine for a while but now it doesn’t charge although the charge icon on the iPad screen is green, can anybody recommend a good replacement thanks Keith.

Are you using the same connection cord? If so It may have corroded contacts.

Just completed an enjoyable trip from Palmyra at Mackay to Longreach, then Charleville, then Roma and then home to Palmyra.  Total flight time was 11.3 hours (engine hobbs) over 6 days.  OAT was down to 6 at times so ordering a cabin heat unit from UK today so better prepared next trip.  Had gloves but thin socks and light sport shoes so a bit cold, however not unbearable. My wife Sandy enjoyed the trip.  Also the armrest I have been using over the last year is very comfortable and worked great and is better with the chain to adjust the height / angle (Firm feel, no springiness the cord made) it is turned up and away for takeoff and landing. 

51 minutes ago, facthunter said:

Nearly all take-offs are done with reduced thrust  to improve engine life.  Nev

Also prevents throwing a con rod. (Yep, know we’re talking jet engines, just and old saying) 

Nice cool flight Charleville to Roma 1.8 hours under the winter skies. 12 then 18 knot headwind. Rotax purred along nicely. Greeted with low fog reported AWIS as 650 feet agl at Roma but actual was 450 last 2 miles in.  All good when confirmed airfield sighted. Marked an alternate LZ strip at a property I orbited over sorting out under fog visibility and looking for other traffic before moving over to join downwind. Gloves were handy in the Queensland winter of 11c will order a cabin heat kit; meant too after last winter.

Nice 2.6 hour flight from Longreach to Charleville arrive 4 minutes earlier than the flight plan a mix of light tail and then head winds plus some showers under the dark sky areas. Both airfields are in beautiful condition and excellent cafes there for mid morning breakfast. 

2 hours ago, BrendAn said:

fantastic trip. how many hours flight time

2.9

Dam iPhone images posted from phone

First time at Longreach, pleasant conditions. Great strip and cafe. 12 degrees so not too bad. Plus at variable tailwind 10 to 20 knots.

7 minutes ago, Red said:

Thats not practical at all

Why not, engine requires new crank but needs hours either enhance run times or just run engine for  50 hours. Gets you to Jabs requirement

On 15/6/2025 at 1:52 PM, shajen said:

I also think Jabiru has done an awesome job in initiating this recall. 
But I’m having a few other issues with this which is causing me a few headaches.

Back in Feb I had a couple of flights where I had an oil leak, appeared to be from the crankshaft front bearing. Bit worrying for me as it only had 100 hours on the engine. Then I had a “whoopsie” and ran my Jabiru into a ditch, broke the prop, damaged the cowl and pulled off the nosewheel. Got the run out test on the crankshaft ( is that what it’s called?), that was fine but the prop flange was damaged. Anyway, had it trailered for repairs. 
Before they started repairs the recall from Jabiru happened.  Thought they might replace the crankshaft sooner.  But it seems that since I’ve only 100 hours my Jabiru is way down the list. I can’t get it repaired , even at my own cost because no crankshafts are available. I can’t fly it because basically the crank is “twice” compromised. And Jabiru won’t fix it until I have 150 hours on it.

Stuck between a rock and a hard place! 
Any ideas welcome? Anybody got a spare non recall new crankshaft sitting around?

Jenny

Fire the engine up and ground run for 50 more hours; no risk as not airborne.

On 23/06/2025 at 11:55 AM, danny_galaga said:

How about 'built in prop strike' 😄

I like the method of adding the dynamic balance weight to the spinner 🙃😁😉

7 hours ago, red750 said:

Resurecting this old thread - there are a number similar.

 

I came across this image, and know what it is, but thought I'd see who else knew.

 

 

 

 

 

 

Allows takeoff in northern hemisphere and landings in southern hemisphere airfields.🙃😊

9 hours ago, onetrack said:

Another point is that India is the home of some pretty destructive critters, such as rats. If a rat got aboard undetected and chewed up important electrical componentry or wiring, and thus damaged redundancy features as well, that would go a long way to explain how "foolproof" aircraft systems could be damaged to the point where redundancy failed.

Bit like the Cockatoo that chewed wiring on the Gilmore Rocket at Bowen.

24 minutes ago, RossK said:

Greasing Caliper pins is very common and good practice to stop them seizing.

Bendix Brake Lube

Absolutely agree, that's the tube I have an have used for years. Sort of expensive f you only want a bit for one or two jobs.

Any chance of a collapsed wheel bearing causing disk rotor to lean into brake pads?

2 hours ago, AWC said:

Thanks for your help. I’m not a scammer, for sure. I’m maintenance from Pattaya Atlantic airport. The owner brought it in here. I didn’t ask where it was purchased from. But what they have is the AMM for the CA-22N Tricycle, which cannot be used as supporting documentation for registration. That’s why I need to find the AMM for the CA-22 Tailwheel version to use as part of the registration documentation. Do you happen to have the AMM for the CA-22 Tailwheel?

Try contacting Rob Stowe at Coastal Aviation on Sunshine Coast Queensland Australia he makes part for the Skyfoxs

I use the Bendix brake grease product, blue colour and also put a smear between caliper piston and back plate of brake pad to reduce squeaking.

28 minutes ago, danny_galaga said:

I got all scientific n shit this morning and did lots of taxiing. Except for one anomaly (it's not science if there isn't a mysterious outlier 😄 ) I very quickly worked out that the park brake was the issue. 

 

So I did some (very inconsistent) circuits. Not using the park brake. When I came back the left was even hotter than I had measured the right! WTF? 

 

But now I see what you're saying. The only problem is that everything starts off free, and since I'm not even using the brakes you would think it would stay that way. Nonetheless, it can't hurt to bleed the brakes and see if something changes.

 

Oh, a tecnam landed at the same time so I had a chance to measure their brake temps to get an idea of what it normally be 

Have you tried pulling each leg forward and noting the ease / resistance of wheels turning after your taxiing?  You're getting friction somehow.   Even worth trying the same with park brake applied. 

You could just jack wheel off ground and spin wheel by hand then apply brake and see if it stops then release brake pressure and see if wheel can spin; do same to other wheel. This will confirm if the caliper piston is retract Ing.  Be a good start. Have fun and solve the issue. Cheers.

1 hour ago, danny_galaga said:

I figured the engine section is the best place to ask 

 

My plane has matco ph-8 disk brakes. The right one is getting much hotter than the left one. Have to add extra herbs after landing to taxi. And much harder to push back into the hangar. It looked a bit glazed, so I was hoping maybe it's suffering from a positive feedback loop whereby the more it overheats, the more glazed it becomes. The more glazed the hotter it gets. I took the caliper off, and de glazed with wet and dry and water. Also touched up the pads with wet and dry on a flat surface. The system is comically simple, and everything thing seems to moving. Pressing the brake pedal gently showed the piston moving. The caliper sliding thing slides. I'm at a loss! If I don't hear of any easier things to try by tomorrow, I'll swap left caliper for right (they are symmetrical) and see if the problem follows it.

Is the piston returning (coming off, the pad retracting off the disk surface); if not that cause heat.

1 hour ago, BrendAn said:

The GippsAero GA8 airvan is back in production in the Latrobe Valley. (ABC Gippsland: Danielle Pope)

Manufacturers of a new aircraft say it will boost jobs in Victoria's Latrobe Valley after a founding family of the airline business reclaimed it from foreign hands.

GippsAero was established by self-described "air nut" George Morgan and Peter Furlong in Gippsland in 1984.

In the beginning, they altered existing crop-dusting planes to suit customer needs and requests. 

 

Ad

 

 

They went on to design, manufacture and sell more than 300 aircraft from their Gippsland base to customers around the world.

A ceremony was held on Thursday to mark a return to local production by laying the keel of the company's new-model plane, a GA8 airvan.

The plane, which is set to take flight in 2026, will be used in tourism, skydiving, surveillance, and humanitarian and freight operations.

"It is a bit emotional, after a lifetime's effort of getting it all back together again after the global financial crisis and COVID, and to be supported as we are by the operators worldwide, it is quite amazing really," GippsAero chief executive George Morgan said. 

Australian-made aero

Terrific to see; we need to ramp up making stuff of good quality and reliable.

7 minutes ago, Ujee said:

I’m searching for any available parts catalogs, technical drawings, or maintenance manuals specific to this model, particularly focusing on structural components and mechanical systems unique to the CA‑25.
If anyone have access to any of these materials—or can point me in the direction of someone who does—I would be very grateful for your assistance.
Warm regards,
Ujee Khan
 

The manual is in the Skyfox forum lists for the CA25