Jabiru7252

First up, some LSA aircraft have a MTOW of 540kg, not 600kg. Secondly, as far as I know, LSA aircraft don't have the 'P' charts like I used to use when flying the Piper and Tobago. Maybe I'm wrong, but no P charts with my Jabiru. And thirdly, who would fly in 45°C temperatures? That's front bar temperatures. And, going by memory (that's had a few ports this evening) 45°C would give a density height of over 6000 feet in ISA conditions.

And, there are people who believe the Earth is only about 5000 years old.

That's a dangerous looking fan belt there matey...

Duh? Back in the day, years ago, I had worked on a few transmitters that would 'sniff' the RF at the output and feed that back to a simple circuit that biased off the RF power transistor if things were wrong. It's pretty simple to implement, a diode or two, some resisters and a capacitor or two. These days, I look at the guts of a modern radio and it's two or three big chips and twelve million tiny, tiny things that are apparently resistors, capacitors and inductors. Most of the 'smarts' are in the big chips as firmware. Bring back transceivers that are as big as shoe boxes, weigh 10 kilos and hum quietly and I'd probably be able to fix it.

Good point Yenn re transmitting with no antenna - however a decent radio will know if that's the case an not try to deliver power up the coax.

Sounds like ignition noise. Disconnect the antenna to the radio. If the noise is still there, it's coming through the power lead. You'll need an inline choke fitted. I know nothing about Rotax engines but I would assume suppressed spark plug leads etc. are fitted. In cars, a suppressor capacitor was fitted to the ignition coil to stop interference. Something similar would apply to the Rotax engine I'm sure. As Bosi72 suggests, make sure all radio wiring and high tension (plugs, coils, magnetos etc.) wiring/connections are good.

Great videos!

Howdy. It just seems to me you're expecting a shiny clean engine with no signs of ever running. Even my engine at 160 hours shows most of the stuff your on about, although my leak down tests are all in the high 70s.

Not sure where you get your info Glen, but it's wrong. With respect, I think you're suffering OCD or something. What did the leak-down checks reveal? Top end overhaul at 370 hours - bollocks.

Many people wouldn't have a clue as to the proficiency of their pilot. Look at the poor souls who perished when that %^$# dickhead crashed his Tobago at Mount Gambier when taking off in fog. Killed a mother and her daughter. Unfortunately a BFR isn't going to catch out the immeasurably stupid amongst our ranks.

The ultimate responsibility is with the pilot of the plane.

Just to fly a circuit? Who 'just flies circuits'? I wouldn't feel safe flying with a pilot who didn't understand icing conditions, didn't understand the effects of temperature and density height on take-off and landing distances and a whole bunch of other stuff. In my opinion RA-Aus is dumbed down compared to what I had to do as a private pilot.

I think a basic understanding of lift and how a plane gets airborne is essential, but the deep physics isn't needed and doesn't make you a better pilot.

All falls apart at the quantum level though... Actually, that's not strictly true, but things do get weird...

I've done a lot of work at various RAAF bases around Australia. I noticed the F18s never did 'standard' circuits as we (LSA) pilots understand them. The F18's scream into the circuit and fly perfect constant rate turns from downwind to finals. Apparently it's a tactic that minimizes time in the circuit. Somebody may correct me but that's how it was explained to me by a RAAF pilot.

As a LSA pilot (and private pilot for that matter), knowing the theory of flight to the tenth degree is not going to make you better or safer, just like knowing the weight of electrons, protons and neutrons never made me a better electronics technician. Study what you need, get a basic understanding, pass the exams and you'll be good. Anyway, you're not going to give a toss about the physics of flight when the ground comes rushing up at you because you've pulled the wings off your plane doing something stupid.

One feels very satisfied when one trims the plane on final and it just follows the 'glide slope' without any changes to pitch or power. However, minor changes to both even in calm conditions is normal and larger changes to both in windy and/or rough conditions is expected. I have (somewhere on my computer) some video where I'm hands off until about 50 feet AGL in one of those really smooth times just before sunset. Better than ice cream. You're doing what I did when I flew PA28s.

SSCBD - I tend to keep my circuit tight. If the rubber band breaks I can glide to the strip. If one has to drive the plane in on final and the rubber band breaks, they are %^$#ed.

From what I have read, it's turning finals. You're low and slow, you're focused on the aim point, you overbank to try to not overshoot the centre line then you're in trouble...

Jeez, what'd he do, whip his pecker out mid-air or something?

You can't fail a BFR - it's not an exam. If you instructor deems your flying unsafe he might suggest a few hours with an instructor before you take up passengers etc. I was once told to 'work on your forced landings'.

Nature is pretty smart. The image shows the lining in our intestines. The 'villi' greatly increases the surface area allowing more nutrients to be absorbed. Using Nano technology we do similar stuff with electronics so we can store huge amounts of energy in batteries and capacitors. It does seem reasonable that having the inside of the sump lined in a similar fashion, one would be able to draw more heat from the oil therein. However, not being a scientist's arse there could be something I'm not seeing.

According to my notes on engines, the purpose of oil is to lubricate and carry heat away from the hot bits.

It is possible for somebody to develop bad habits they are not aware of and if left unchecked could result in a disaster. By having a BFR the instructor might pick that up and say "Jeez, you should stop doing that before you kill yourself". One may also get rusty in a particular area, say, forced landings and the instructor may pick up on that. I sure think that BFRs are a good thing. Maybe we should do it for driver's licences so dickheads learn to indicate when leaving a roundabout and not changing lanes in a roundabout?

Check out the callsign - JINX - maybe he was...