Keenaviator

Whatever jabiru used must be pretty good. I don't know what Manfred used while he had if (he bought the kit new in 2000). I bought it last March and gave it a dose of Lanoguard via a kero gun. Seeing that the rust prone chromoly is in such good shape gives me confidence that the cam and crank will also be good.

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Why not? Not being argumentative, I'm genuinely curious.

Reason being, I'm very interested in using a BMW 1150 motor with the Take Off redrive for my 701. If there are reasons why this is a bad idea, I really want to hear them before I lay out the cash!

 

Thanks.

It is certainly a prettier machine than another flying 'car' seen elsewhere. It too appeared to be sensitive in pitch on roundout. I thought the pilot in this video did a good job if this thing is a bit sensitive in pitch considering he managed to land it on its mains at somewhere minimum speed.

Great looking machine!Poor piloting? Or is the length to short for effective elevator control?

Wouldn't a police report or standard coroner's report just state cause of death as impact trauma due to aircraft accident and leave it at that? i wouldn't think those reports would investigate to the level to help us understand root cause on the accidents themselves? I could be wrong, i have never seen one, but my impression was unless an aviation-related party investigates, that the info provided is mostly about what happened and when and to whom and the result at a pretty basic level? in other words, probalby nothing we wouldn't already know or have guessed.

yea cool.. wasn't sure.. Is it only under load it plays up??...i worry beacause ive heard a of a guy having 1 side of his flaps retract while the other side stayed stuck down...

Thanks Maj. I suppose 100 or 80 hp is going to be much more effective than 65! With the 582 powered Lifhtwing, it gets very thirsty to try and maintain anything over 65.

"Yes they were faster by quite a bit with a low to mid 90 kt cruise, verses 80-85 kts for the standard wing."

80-85 for the standard wing? Certainly not in those I've been in, more like 60-65. You have to be going down a steep hill to get anywhere near 80. That's with the 582 anyway. Does a 912 make that much difference?

Oh derr, do you think! Still don't know of too many rocks that can sustain a 4.5:1 glide. Yes, my comment re thermalling was tongue in cheek. It would have to be a pretty big and strong thermal for something with a (my estimated) best L/D at around 100 knots.

I'd like to see him thermal this! Awesome!!

The news report quotes the ATSB duty manager saying the RAaus to be preparing a report. This type of event is becoming too common.

Top marks for the video. Very slick looking trike.

The poll doesn't do it. If it lost compression on one cylinder, at 500 hours and had to have the head off, what would that be classified as? A breakdown?

I had a C-150 tail dragger for several years and the 0200 often had what appeared to be 'soft' compression (hiss in exhaust on pull through) when cold and having sat for a while.

I reckon pulling them through cold after sitting for a while is not an accurate way off assessing things as I'm sure if the exhaust valve is open for a while (parked) then exhaust byproducts/carbon etc can find it's way onto the seat showing up as poor compression on pull through. Give the engine a run briefly, stop it and try the pull through again, compression back and no hisses. No doubt it the hiss remains then it's time to look further. The LAME's often talk about doing the 'Indian rope trick' lapping in the valve to fix this issue. With the Jabi it's not necessary to to the rope trick as the heads are simple to remove and do the lap job properly.

Andy,What fantasy dream are you trying to live out with that question?

 

I do know a few that have made it all the way, ..................to the chain at the bottom of a boat anchor.

 

Can't help you mate on your question don't know of any in my area

 

Alf

Unfortunately Alf we don't see much of you in our area!

Sandra Lewis' and Nelson Smith's made it to over 1000 hours with routine servicing. I'm pretty sure Anthony Morrison had a good run with several in his school. My serial number 049 did between 500 and 600 hours without failure.

I just sloshed my Jabbie UL450 fuel tank with Kreem which is supposed to make it compatible with mogas and even ethanol laced mogas should it ever find its way into the tank. Bought it from a motorbike shop. Not cheap at about $60 for a quart. It stinks to high heaven but seems to stick like you know what to a blanket.

It's interesting that 65 knots is being used for the approach speed. I would have thought that you would be aiming for 1.3 times stall speed for any given configuration. Therefore with a full flap stall speed of 40 knots the approach speed should be stabilised on 50 knots. This buffer should be enough to provide the required energy for the round out/ flare and then there will be minimal float before landing.

This will most likely be investigated by the police and probably assisted by RAAus and the report goes to the coroner and is not seen by anybody else. What I would like to know is why we cannot know what the findings are. Reasons like, 'it is not Police policy'or 'they are not allowed to' are unacceptable to me as this is a safety issue.

I can think of several. How about the two gentlemen from WA who picked up a new one at Bundy, and didn't make it pass the ranges before coming to grief ???...............Maj...

I wonder if the use of a Spot Tracker would assist the searchers? I and many others use one for paragliding and we are able to monitor each others location in real time. They aren't that expensive to own or operate. It will certainly be an essential piece of equipment in my Jab UL 450 when I start travelling around. Regards, Laurie.

http://highcloud.net/spot/

just click on the word SPOT on the line of any name and you'll see what I'm getting at.

ok, i saw this today on a recently overhauled Jabiru engine, to put it mildly, its absolutely disgusting.. on a certified engine? this type of Jabiru workmanship goes against all engineering principles when it comes to fasteners. common engineering principles is. on any fastener, the nut MUST have a minimum of 2 threads exposed past the top of the nut/collar/whatever hold it. max is 4.if any engineer in the military, or the airline industry, or any of my staff at did this, they would not be an engineer for long...

 

but jabiru? this is acceptable..

 

i normally keep my mouth shut on Jabiru engine quality, but after seeing this, i am truly shocked. and as a aircraft structural engineer worked on B747/767/707/727/737, Airbus A330, Kiowa and Squrrel airframes, i have not once seen bolts like this. not even on the most insignificant tertiary structure, let alone on the only bolts holding your crankcase and cylinder barrels together.

Unfortunately there is more to the problem than nuts or bolts/ studs - the source of the problem relates possibly to hydraulic lifters.

It would be interesting to hear from someone who has converted their late model hydraulic lifter engine back to solids as to whether there have been subsequent through bolt issues....

I am not a fan of valve lifters- they have made otherwise good engines expensive and unreliable. As far as I know, their only advantage is quiet operation. My last a/c had straight through exhaust-what an overkill.

Apologies J170 Owner.....you did post a question.As we all know, Jabiru have had many variants in the evolution of their engines. With some of these variants sometimes a change in long term reliability occurs. As an example, the change from solid lifters to hydraulics utilising the existing 330 degrees cam, in hindsight, may not have been a great move. It probably caused many problems, some of which are still being suffered today....ie broken through-bolt perhaps. Over time, the hydraulic lifter production engine has been changed by the factory to address issues and try to get some long term reliability back into their engines. As some of the older engines time expire, for whatever reason, my belief is we should see an improvement in reliability with perhaps the possibility of seeing 1000 hour TBO's without major issues being the norm.

 

I'm a long time Jabiru builder/owner/pilot/L2 (I am still flying my 3300 taildragger Jabiru I started building in 2001) I am certainly a fan but have a fair insight into some of the engine's limitations/shortcomings. (depending on variant)

 

The piston circlip issue you mention is another story.

 

73's VK3AWA

MOTOW, I've got one and it works great :)

http://www.ebay.com.au/itm/MO-TOW-MOTORBIKE-CARRIER-TRAILER-REPLACEMENT-MOTOW-/170946307199?pt=AU_Motorcycle_Parts_Accessories&hash=item27cd31a47f&_uhb=1

Have you considered 'free flying' as in unpowered paragliding or hang gliding? You have some beautiful coastal flying sites in the Sydney region plus if you feel the need to be challenged a bit more, go inland. I started paragliding about 3.5 years ago and have almost 300 hours, including over 100 inland. Inland flying at over 8000', in excess of 6 hours and 100 km. It's a fantastic sport/hobby. Great fellowship too.