Jump to content


  • Content Count

  • Joined

  • Last visited

  • Days Won


About dlegg

  • Rank
    Well-known member
  • Birthday 14/03/1964


  • Aircraft
    Zenith CH601XLB
  • Location
    Aratula, Qld, Australia
  • Country
  1. Airmaster and rotax are a good match. Sling aircraft seem to use them exclusively with good results, never hear of Airmaster problems. There is a Europa with 912 and Airmaster prop on my field, this thing cruises at 145kts and stalls around 39...very slippery aircraft. You are very likely to gain your 125kt cruise that you are after, with good takeoff performance. I would use them as local to our area with a good reputation. Might be costly but cheap and unknown is not the place to get a cs prop from.
  2. Exactly the same experience for me, always used the filter funnel but never gets dirty. Mogas is very reliable I have found after using 1000's of litres.
  3. I sent an MGL Efis back to South Africa for repairs, cost me $1000AU to get it repaired and upgraded, when it was mailed back to me had to pay a duty and GST on the total of repair cost and freight, what a rip off....
  4. I have built my own , now have 550hrs on it. Jab 3300 engine. Fantastic plane, built like a tank. Cruise 110tas and I fitted 4 fuel tanks, 200ltrs fuel for a 10hr range. Plenty of room, have glass efis and auto pilot, I fly a lot of long range flights. If you can find a 2nd hand 1 well worth a look.
  5. I'm still using my old ipad mini 1...runs oz just fine and very cheap 2nd hand. Def don't need the Garmin...
  6. If going down the blown engine route you will need to entertain the idea of fuel injection. That bing simply won't do the job. Then of course you will have excess heat to take care of. Your electrical system will have to reflect the changes, Rotec make an alternator mount and pulley for the jab. I wish you well on your endeavour.
  7. In regards to the Hacman type device, I have been using one on a Jab 6 for 5 years and over 500hrs experience now. They do work well, but must have full EGT, CHT and fuel flow monitoring to get the best out of the system, and to avoid damage. The valve itself is quite sensitive and only small incremental openings are required. When confidently used, benefits are enormous. I can easily run LOP, fuel flows dropping down from 22LPH or so to only 15LPH, with correspondingly lower CHT's, of course an increase in EGT's. The caveat here is that the engine must already have close EGT's when set up in
  8. Sit a can of coke down then score around with an Olfa knife, or just use snips and a half round file, all these round tools are over rated and give no satisfaction....
  9. I think your right there poteroo and we haven't seen the depths of the disaster unfolding at the present time. Definitely not happy days on the way
  10. Sadly the editor and supplier of the magazine was killed in an accident, I guess a replacement is proving difficult to find.
  11. You are so right there Paul. Lots of posts now into this thread but I'm still no closer to getting any answer to my questions. I would really like to know if the Gen 4 is a direct swap for my Gen 2, will my cowling fit over the cooling ducts as fitted to the Gen 4?
  12. Has anyone replaced their old Jab with the new Gen 4? Did it just fit right in with the old cooling ducts or are new ones required, is it really a direct swap? Are you happy with the performance, is there a noticeable difference in the operation? Thanks...
  13. "The Jab lacks the controlled airflow around the cylinder fins that most other similar aero engines almost universally use (Baffles and ducting shields). They are not hard to fit and don't run it for long with the cowl off." I spent ages and constructed a full plenum setup similar to Lycoming, only to find it ran way hotter than the fibreglass ducts. A lot of tinkering later I went back to the originals...
  14. I just taped some cardboard on the bottom of my cowl when testing the lip, easy to do....
  • Create New...