cosmicray

No - I bought a new system. I connected incorrectly so it was my problem.

The Belite system is working in my Sonerai. My sensor (pressure transmitter) is from GaMicos model GPT200 (0-0.2 bar) and it feeds a UMA capacitive gauge. I didn't want to drill a hole for a sensor in my fuel tank and have the transmitter installed at the tap outlet. I know nothing about a Dynon Skyview but the output from my transmitter is 0-4.75 volts. I also had trouble getting it working and had to calibrate 4 or 5 times. In a state of elderly confusion I had misconnected the circuit and blew up the first transmitter and controller box. I then ordered a second one and got it working. I have tested the transmitter and controller box seperately since and both were faulty.

I think it is a Twister. https://silence-aircraft.de/en/aircraft/

I bought a new LSA55 2J in 1994. The price then was $50K.

I have the same pistons in a 3300 and with 6 hours running so far they are working okay. What are you doing about compression? I have used a 2.3 mm shim to keep the compression close to standard.

I initially experimented with spraying water into the carby (AeroInjector) and got good CHT cooling with my Jabiru 3300. Now I have created a permanent installation injecting through a Snow nozzle after the AeroInjector and before the inlet plenum. The cooling result is slightly less effective but I didn't feel comfortable spraying water into the mouth of the AeroInjector. In an internal combustion engine, water injection does not increase power until the timing is adjusted to take advantage of the increased cooling headroom. More power equals more heat.

The attached PDF provides info on what water and methanol do. methjuiceoptions.pdf

Wow Cosmic, good to hear. Do you know how much water it’s getting? That water/fuel ratio is one I’d like to get a pretty good idea of. Snow say the number 4 nozzle sprays at 225 ML/MIN but that figure is based on the feed from a high pressure pump. So have to assume something less than 225 ML/MIN with the windscreen washer pump. Tried a number 1 nozzle (60 ML/MIN) and there was no effect at all. Have no idea what the water/fuel ratio is but if you have too much water the engine runs rough and then stops. Have tried high pressure and while you could see a difference in the spray, the Snow 300PSI pump is too big and heavy for my little plane.

I recently fitted new pistons to a Jabiru 3300 and found the rear cylinder CHT's, although within Jabiru Australia specification, were getting hotter than US Jabiru recommendations on the ground. So I have been experimenting with water injection using a "Nice" (brand name) windscreen washer pump and a Snow number 4 nozzle. I am getting noticeably cooler CHT's injecting the water between the AeroInjector and input plenum. Have not flown with this arrangement yet but it is looking good so far.

I have used spray Aeroguard to remove the sticky residue. The solvent seems to work and presumably is not harmful. For dry hard residue I have used Magic Eraser foam blocks. The blocks are a micro abrasive and combined with Aeroguard I have removed very tough dried glue with no harm to the underlying surface.

In other discussions in other forums we have come to the conclusion the correct way to tension thru bolts is to use lots of lube, not dry nor un prepared (like Jab manual) - IE do as manufacturer of the thru bolts and nuts suggests !!!. I am about to replace the thru bolts on my 3300 and was intending to do it "dry" as Jabiru recommend. Can you provide a link to the alternative opinion using lube? Would like to get this right the first time!

I think the root cause of many stall / spin accidents when turning final is an over reliance on power during approach. Dragging the aircraft through a shallow approach using large amounts of power as routine is asking for trouble. Keeping the circuit tight and the final turn high enough so that you can glide to a landing in the event of engine failure is common sense but it seems not so common.

What about a Murphy Renegade or Renegade Spirit? A friend of mine had one and it flew well. Front seat was tight and it was slow but it was good fun to fly. https://www.murphyair.com/detail/renegade.html

I have a J3300 with an Aeroinjector in a Sonerai and have removed the mechanical fuel pump. Fuel is gravity fed through the electric Facet pump and it works well for me. The max flow rate is 50 litres per hour with the Facet pump off and 70 litres per hour with the pump on. As best I can recall the "fuel head" in the Sonerai is similar to the early model Jabiru that I used to own. But it was a long time ago so I may not be right about the head available in a Jabiru. In my experimentation I found that there is a significant difference in the flow rate depending upon the fuel filter used.

In support of Facthunter's comment, I noticed variability in mogas which was causing problems so I switched back to avgas.

Not able to give a firm fuel consumption number because the original Bing carb was replaced by an Aeroinjector when the aircraft had done around 10 hours. Since then I have been fiddling with the tuning of the Aeroinjector. My estimate is 24 litres per hour at 170 knots. Flat out at 190 knots consumption would be around 35 litres per hour. Obviously Robin Austin has achieved some remarkable performance records but the Sonerai is already a fast design and if you add more horsepower then it will be faster. The really nice thing is low speed handling and landing is very easy and enjoyable. My engine mount is standard length and balance is as per plans because the Jabiru 3300 weighs about the same as some VW's and seems a good match for the airframe. Was interested to see that Robin built another Sonerai - he must know something!

The Sonerai has a very slippery airframe because it was designed for Formula Vee racing. I am getting 170 knot comfortable cruise in a Sonerai 1 with a Jabiru 3300. VNE for the Sonerai 1 is 195 knots. Full credit to Robin Austin for achieving the performance he did with a Sonerai 2 and less horsepower. In December 2019 John Monnett (designer of Sonerai and Sonex) announced that the Sonerai will be "coming home" and Sonex will be selling plans and parts. https://www.sonexaircraft.com/sonerai/

I saw a Flying Flea derivative many years ago at The Oaks. I don't know where it came from, maybe Wedderburn, but it seemed to do all that was asked of it. That was around the time Pylon 500 had his little Stolite parked there. Flying Flea after departure from the runway at The Oaks. Can't remember what year.

Hey Yenn - when you changed from spark plug to the screw mounted type CHT sensor, did you just change the connector where it attaches to the head or did you install a completely new sensor(s)?

I use the MGL TC-3 to monitor EGT and CHT on my Jabiru 3300. It's a good instrument. Easy to read and set up.

We were there just before the D-Day week at Duxford last year. A great show with the Red Arrows and seeing Alex Henshaw's Mew Gull was very special.

A mystery oil leak with a Jab 3300 turned out to be leaking distributor spindles. Although the spindles are at the rear of the engine the oil ended up all over and coming out of the cowl.

I owned a Corby for a couple of years and regret having sold it. Since then I owned and flew Pitts Specials for sport aerobatics which were great but I still miss my Corby. Mine had a Revmaster and it wasn't as fast as a Jabiru powered plane but the handling was excellent. Very easy to fly and landing was no problem. The only taildragger experience I had before the Corby was in Skyfox and Decathlon for a total of about 30 hours and I found the Corby was easier to land than either of these. My only criticism is that the Corby as designed is not for taller people.

Informative and easy to comprehend material. Thank you for your efforts and posting.

Lightnings fly past HMAS Melbourne in company with a RAN Skyhawk during exercise Bersatu Padu (complete unity) in 1970.