planesmaker

Recently updated iPhone 4 to ios7. Big mistake. Phone is really slow for data now. Any way to go back? Tom

My wife loves to come flying with me, although not interested in learning to fly. Quite regularly put the kids in the back and go for a picnic somewhere. When we were short of funds I suggested we sell the jab( I built) but she would not be in it. Very blessed. Tom

Thanks Dafydd I learnt something about thermocouples from reading your post. Tom

"As always we see comment about how good the 912 is, however just 20 hp short of powering many Jabirus.

My point being, the arguabley most popoular and universally aclaimed fuse in australian RAA aircraft, j230, canot be powered by the engine rotax supporters promote."

I disagree jet jr. A 912s will perform equally or better than a jab 3300 in a 230 airframe if fitted with a CS prop. I regularly take off using only 100hp at a higher gross wt than RAAus allows with more than acceptable performance. ie 650kg with 800 plus ft/min. There are many airframes of similar wt to the j230 that perform well with the 912s. Tom

"show us a perfect aircraft"

Hey Oscar here's a pic of my near perfect aircraft :)

I hope to go to Narromine in September, about as close as I'll be for a while. Be happy to show you over it. I am just one very happy Jabiru owner. Tom

Sorry to read your rant Deadstick. I do think the Jabiru airframe is a good, well tested airframe( including spin testing and drop testing etc) which we certainly would not have if it was not for Rod. Credit where credit is due. Tom

Deadstick

A friend of mine was the policeman in charge of the original search. He had lots of witness statements and reams of information. However he passed away several years ago and I am unsure if his widow had kept the records, I think maybe not. Peter was consumed with finding MDX right up to the end. I have been to search several times however it is a fair distance for me. I plan to be in the area again next month but just to have a look with my family. Regards Tom

After reading this thread I thought it best to find out just how much height is lost in a turn back (210' plus 30') in my J400. At 3500 over the strip with one notch of flap at 70kts I pulled the power waited just a bit and pulled it into about 45' bank turn. The result in a lightly loaded condition was 500 ft. I think it's a reasonable policy to make no turn backs before turning crosswind( not talking gliders). After turning crosswind then there is a much smaller angle to turn through though a good paddock if available could still be the better alternative. If climbing straight ahead then I would consider 1000' to be a minimum before considering turning back. It really is a matter of repeated training to reinforce this response in pilots.

Even at 1000' a pilot can come undone by stalling it in the turn under the stress of the situation.

After a local fellow was involved in a fatal seemingly stall/spin accident I took the local RAAus instructor flying just to try and get the jab to do something nasty. We tried all sorts of stalls, power on power off,flaps, full flaps , turning stalls, crossed control stalls. We really tried to get it to bite. All I can say is thank you Rod Stiff for making a very safe airframe. We were both duly impressed with the handling of the Jab.

I know that this thread is about EFATO however I would like to suggest the stall/spin turning onto final is a very close relative which also needs addressing. Tom

Very concerning. Those who have witnessed his flying, perhaps a call to operations may be in order? As it appears he does not accept help(even free!)from a CFI. Before something more serious happens. Tom

how would you stop fuel flowing back up the vent from the header/sump tank? when the tank is the lowest part of the fuel system and gravity fed from tanks above it?

I would think the header tank should have a seperate vent back to one or both tanks. Tom

Pmc have you seen any low wing birds?

People make mistakes, if the data doesn't add up, it would be quite reasonable to reweigh. This is not just a procedural issue, Weight and balance is critical, and errors are often fatal.

Seems funny to me that the only mention of a weight control officer is where the aircraft is not required to be weighed! Tom

If we read that CAO 100.7 correctly it does not specify the weighing must be done by a WCO. Otherwise 3.1(3) would make no sense if a WCO was doing all the weighing. I can just see it now CASA telling someone authorised by them that their figures are dubious go and do it again. Reminds me of primary school. Tom

I see the problem. The moment of empty aircraft is worked out using mm (347.06mm) and you are using metres in working out moment for loading. Convert these to mm and problem solved.

PS 1% MAC = 12.67 mm aft of datum

35% MAC = 12.67 x 35 = 443.45 mm

Tom

JN,

Ok we also need to know the wing chord in mm. It appears the datum is the LE of wing? Please explain just what you need to know. Tom

Dafydd, thanks for sharing your knowledge and experience with us all, I find it very interesting and educational. I have thought about using vortex generators on a project I have, however the marketing hype has now been put into perspective. Thanks. Tom

I thought Rotax recommended the change to Evans waterless after they had some cases of the glycol/water mix evaporating off the water and boiling a few engines.Best thing I ever did for my 80hp Rotax in the trike and my 100hp in the Tecnam, actually got the cylinder head temps up to 95 from the normal 70 they used to sit at.

Alf

DeadstickQuestion: If the float level was the problem, would not the problem also occur with the electric pump???

Also if an obstruction such as the finger filters was the cause would it not also occur with the electric pump??

 

I'm certainly open to suggestions - just checking if my logic is right.

 

Given the problem did not exist before the new installation my thoughts are something other then fuel blockage/restriction?

 

The float level certainly fits this thought process, but what are your thoughts about it being ok on the electric pump?

Can I suggest you change the electric pump as it maybe restricting flow somehow, or bypass it and do gravity fuel flow check with and without elec pump inline to see if it is the problem. Tom

I do believe the aircraft owner is responsible for having the aircraft maintained properly. Want to own and fly? Get an education about your responsibility and read the operations and tech manuals.

Tom

I would like to know what aircraft they are in and how they are operated. Does seem odd they are from the same place.

Tom

Rotax put out a service bulletin several years ago on it. They must be inspected regularly. It is important for maintenance people to check all current SB's when doing maintenance.

Tom