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Keenaviator

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About Keenaviator

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

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  • Aircraft
    Jabiru
  • Location
    Australia
  • Country
    Australia

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  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. I'm pretty sure the PA28 spars are routinely checked each annual due to their potential for corrosion with water sitting down there.
  4. Perhaps he was in control and aiming to land in that clear country but didn’t quite make it. The plane is relatively intact. If it were out of control it could have been in a million pieces. I’m calling well done.
  5. E-props are very popular with Paramotoring folk. Lightweight props, excellent efficiency.
  6. Perhaps they should have employed one of our locals when designing the injection version - he has fuel electronic fuel injection which can be switched back to carburettor in an instant. It works and I've experienced it in flight (Sonex/Great Plains VW).
  7. Don't 912's have an ignition system independent of the alternator/battery? Some form of magneto which is self exciting...
  8. Same here regarding the refuge and cleaning up of my hangar. Also a short flight to circulate the oil and maintain skills.
  9. 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.
  10. I know a bloke who flew one out of a strip 384 metres from fence to fence for years.
  11. Here are a few photos of my under cowls set up. I'll get photos of the sump cooling duct later...
  12. 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.
  13. Absolutely correct. That was the aim and it appears to work very well.
  14. 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.
  15. 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
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