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Keenaviator

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About Keenaviator

  • Rank
    Well-known member
  • Birthday 06/11/1961

Information

  • Aircraft
    Jabiru
  • Location
    Australia
  • Country
    Australia
  1. Boroscope check of cylinders of my Jabiru 2200 engine for the UL450 project. This engine has been in storage (inhibited) since 2000. The barrels are steel (4130 I believe) and this is how they look - shiny with the hone marks clearly visible. Brown stuff on the bottom surface and on the piston is the rust inhibitor oil.
  2. My Jabiru has a Navman fuel flow gauge which shows a higher flow rate for about 10 seconds if I turn on the facet pump. I think the facet puts pulses through the fuel which tricks the flow gauge to indicate a higher rate.
  3. E-props are very popular with Paramotoring folk. Lightweight props, excellent efficiency.
  4. Same here regarding the refuge and cleaning up of my hangar. Also a short flight to circulate the oil and maintain skills.
  5. Atos is a European hang gliders manufacturer that has been building efficient’rigid’ wings for 20 years plus. Nice looking clean trike with folding prop would be more comfortable than prone. Pitch is weight shift and roll by drag brakes.
  6. Here are a few photos of my under cowls set up. I'll get photos of the sump cooling duct later...
  7. CHT probe on no. 4. I'd prefer the temperatures to be regarded as too low and inefficient than risk dropping a valve seat. BTW I have been running a mixture control for almost 200 hours and monitor EGT and plug colour.
  8. Absolutely correct. That was the aim and it appears to work very well.
  9. Bruce’s SK has the same cowls as mine and probably similar performance. He is trying to resolve high CHT’s. What I have done works.
  10. This has worked for me. Move the oil cooler to the rear of the engine and duct air to it via a side naca duct (like carby inlet), reduce the size of the lower air intake that was previously there for the engine mounted oil cooler, built a close fitting duct from this reduced inlet to the sump. Max CHT less than 140 on the ground which quickly reduces to 110 for climb at 80 knots (700-1000 fpm), cruise CHT at 100 knots 105 degrees C. I had a similar setup on my Corby Starlet and replicated it on the Jabiru. No need for cowl skirt or big mods to inlets. I did add a bit to the cooling ducts to
  11. Next time I'm at the hangar with the cowls off will take photos outlining what I've done. The balance scat hose between the cooling ducts sounds like a good idea too. The main thing I did was reduce the pressurising of the lower cowl be moving the oil cooler to the rear of the engine, ducting air to it from another vaca duct on the right hand side of cowl. I can control this air to the oil cooler from the cockpit - monitoring oil temperature.
  12. I made quite a few changes to my cowls and oil cooler position which have resulted in cool CHTs. CHT on number 4 (generally the hottest) gets to about 130C on taxi then drops to about 105 or less in the air. I climb out at 80-85 knots @ 700fpm or better. Laurie
  13. I used Poly products when rebuilding the Corby Starlet (21-3381). I used the Stewart water born system for painting my Jabiru.
  14. Exactly. From my observations there is no washout built into my Jabiru's wings. The washout is created by the rigging of the ailerons and increases with application of flaps. That said, it's stall characteristics are very good, a tribute to the design.
  15. Your idea sounds interesting Bruce. My Jabiru is the long winged SP (U/L). The flaps on it are really long and ailerons pretty short. I have the port flap slightly reflexed to compensate for the roll tendency caused by my weight in the pilot's seat - 90% of my flying is solo. I don't think there would be much to gain from raising or lowering the ailerons for me.
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