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planesmaker last won the day on November 11 2015

planesmaker had the most liked content!

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About planesmaker

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  1. planesmaker


  2. Condolences to family and friends it would have been a very dark night with new moon only 3 days (nights) old.
  3. Seems like it’s all changed again? I can’t take anymore changes. See you all.
  4. Not gen 4 ours only goes over on climb. in cruise we have a spread of 135 to 150. I would not be flying it, it’s definitely not good for the engine. What have jabiru got to say about it? did they fit it?
  5. I would not be flying it at those temps far too high. On our club jab with older engine I have the alarm set at 155’C it gives pilots early warning to do something about it. Something is quite amiss there. Was it running that hot during breakin?
  6. Here is a copy of article. Dear Forumites Herewith an incident I had with diesel in petrol. I'm sharing this to create awareness, so here goes: On Saturday I decided, on short notice, to fly to a meeting Outjo to Otjiwarongo (1/2hr), and from there to Tsumeb (2hrs). From the word go I was late for the meeting and had less than an hour to get my Hawk ready. I needed petrol and found my normal fuel container 3/4 full. Which was weird, because I always empty them (What doesn't fit in before a flight gets added after), but what was inside looked and smelled like unleaded, so I just added petrol at the pumps to fill them completely and off I went. During warming up I noticed a little bit of blue smoke coming from the exhaust when looking at it against the sun. By the time I got the hangar doors closed I had already forgotten all about it. En route to Otjiwarongo I found that I burned 11.8l/h instead of the normal 11.0 @ 4,900rpm, but put it down to weird and ignored it further. The EGT's looked slightly lower than normal, but the weather was cooler so that explanation was tagged to the problem. In Otjiwarongo all was normal. I even took a friend for a short scenic flight before I departed to Tsumeb. During the pre-flight in Otjiwarongo I didn't check the oil level. How much oil can one lose in 40 minutes, right? En route I noticed that the 912 UL seemed to run slightly erratic, the revs dipped from 5,000 to 4,800 every now and then. When I applied full throttle the engine responded fast and willingly and settled back on 5,000 easily. This puzzled me, but it was turbulent and I was busy dodging rain showers, so I found another convenient explanation: Obviously the turbulence I ran into caused the motor to labour every now and then. Problem analysed and explained away. On landing in Tsumeb I found my oil container brim-full and every drop of oil that couldn't fit into the tank (which was a lot) spread evenly over the tail feathers. After a whole day of trying to find an explanation (it isn't easy at all to explain 1.5l of oil gained during the flight) I latched onto a possible solution and traced the fuel supply. The "petrol" came from a diesel car that was wrongly filled with petrol at the pumps. The mixture was drained and stored for further use. I had actually witnessed the whole operation and was also concerned that "my aircraft fuel containers" were used for the job, but I'd mos know about it and not forget. Right. The 912 is fine. Except for a red face, so is the pilot. The spark plugs were cleaner than I have ever seen them, it looked like a layer of coke had been loosened from the pistons. We drained and refilled both oil and fuel and changed all filters. The magnetic oil plug was clean except for a single sliver of metal. I'll have the oil analysed to check, but the Hawk behaved very well during the flight back to Outjo, which was conducted at ample altitude for a possible emergency landing. I fly a low compression 4-stroke. With a higher compression engine like the 912 ULS the story may have ended differently, or finally. Thus to repeat my instructor's lessons: • Don't be rushed when tending to your aircraft. • Make sure about your fuel supply. Repeat, make *sure* about your fuel supply. • Don't take deviances from normal lightly. My fuel consumption wasn't normal, neither were the lower EGT's and definitely not the fluctuating revs.
  7. Interesting case recently of a 912 making oil, preflight revealed oil tank full almost to the top. Needless to say aircraft was not flown. It appears fuel has somehow got into the sump, first thought fuel pump (done only 70hrs) but surely that is what the drain on the pump is for. Carby floats was another thought however any fuel leaking past needle from flooded Carby bowl would have to flow up over an incline in the inlet manifold, it would rather flow out the back of Carby. After a search on internet someone who had seen this said it was diesel contamination in fuel. I would never had considered this possibility, searching further I found a person who actually experienced this very thing and could trace it back to diesel contamination. I will try to post a link. Just writing this to let others know and be careful about fuel supply.
  8. Rotax had issues in that the cdi would fail in start mode but ok when it’s running. Gets to the stage when both fail you will fly it one day the next it won’t start because now both have failed in start mode. Expensive parts.
  9. Diamond aircraft, don't ever get in an unintentional spin,the result would be the same. Something wrong with the certification process if aircraft produced today can't recover from a spin. If I was offered a ride in a diamond I think I would pass thanks.
  10. Static stuff could be perforated but there may be other non perforated tint available, you would have to make enquiries.
  11. As a window tinter I have done tinting on lexan many times, lasts a little while but will bubble if left in the sun for long periods, lexan exudes a gas which will bubble the tint. I only used highest quality tint. I don’t recommend you tint it. The static stuff could be good though. You may be able to get static tint, then when it goes just pull it off and refit.
  12. Not so high on approach after all.
  13. My J400 with 914 is a great combination! Very happy with it.
  14. In the ERSA or by notam if applicable. Yes area hazards are covered by notam not always easy to find though.
  15. Nev 912’s don’t have head gaskets. The coolant does not go past any gaskets except the o rings on on inlet and outlet pipe of each head and on water pump.
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