dlegg

Not really much good to you if it's not being fed accurate pitot data etc. Standalone ipad sensors will give you GPS based ground speed and altitude and sensor based ahrs. Better than nothing but maybe get you on to trouble 1 day if relying on it. Ipads can be used to display efis information via Bluetooth or wifi if you want to go that way, Google search will give you a couple of supplier options.

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... Thats about it far as I remember

Also very easy to put in waypoints, maps scrollable and easy zoom in, VFR or IFR, and can read weather reports etc. Invaluable.....

iPad or Android tablet and ozrunways makes the Garmin GPS obsolete I think.

Amazing really how an electric motor with only 1 moving part is so expensive. Should be so simple to implement. Batteries, controller, motor, propeller. That's it...

So what exactly is the big deal, what exactly has changed apart from new acronyms to learn and new titles dished out to elite management, bigger manuals that only lawyers can read. CASA sure is having a big joke at our expense.....

I have converted a hangar to live in, this is our kitchen window, B17 bomber coming in created in stained glass/leadlight over 7 panels. Captures the afternoon sun.

Aircraft operating in class G must use a GPS capable of an accuracy within 100 feet for checking airspeed and altimeter accuracy. Previously manual stated GPS without a defined accuracy parameter. So now we have to have a GPS? Just how accurate is the ipad/android collection. My samsung phone with RWY is at least 100ft out all the time.

Hit the nail on the head right there. Dictators survive by creating "problems" then purporting to "solve" same problem that didn't even exist. Same as big company safety departments trying to justify their existence. I feel this erroneous try at lowering E Class airspace will just "magically go away".

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.

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.

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....

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.

I'm still using my old ipad mini 1...runs oz just fine and very cheap 2nd hand. Def don't need the Garmin...

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.

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 the cruise mode, a well matched prop etc. This system is only of benefit above 5000ft or so, and a long cross country flight, other wise the bing does a pretty reasonable job in the lower altitudes.

I use it all the time, great app and very accurate

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....

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

Sadly the editor and supplier of the magazine was killed in an accident, I guess a replacement is proving difficult to find.

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?

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...

"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...

I just taped some cardboard on the bottom of my cowl when testing the lip, easy to do....

Those temps are really very good at max climb out on a warm day. Temps can be pretty subjective, measuring device accuracy, location of probe etc. An air cooled engine like a jab should be around 150 at least for optimal operation(in my view) as they are designed for that. I'm happy with my 3300, CHT's at cruise are around the 150, obviously hotter in a climb. The big benefit of individual cyl probes is being able to monitor temps over time and being able to recognise a problem as it develops. IE lower temp, not making power, or running hotter maybe leaning out with valve or intake problems.