Kenlsa

White only

FYI we have had Gen 2,3,4 engines in our fleet and with the Gen 4 there was very little deposit wise when we switched to mogas.  Our fleet of 5 jabs have run mogas exclusively for the las 3 years and it has been great, with no lead fouling on the valves every 300 hours

You will find that if you went back to avgas the plug colour would be ok again. Nothing is broken.
 

i have done exactly the same as you when the SB came out.  Mine was on a Gen 1 engine.  I changed to mogas and found that it was too rich with the 245 main jet ( up from the 220 main) at the 2800 cruise rpm as it seemed “hard” sounding. so I split the difference and went with 235, perfect . I too went wth 13 mm pool depth as I physically checked a number of jabs and found that it was never close to the 10mm touted, with everyone running 12-13 mm.  
 

it still runs great on mogas but the plugs are still black.  This has not been a problem with potential fouling and I change the plugs at 50 hours. Just for giggles I used a tank of avgas and found the plugs were ok deposit wise.
 

 Mogas is slightly denser than avgas and motorcycle racers used to drop one jet size to compensate. I too found this on my high hp z1000 Kwaka .

Ken

Property is 500000 hectares, the size of Rumania according to Wiki. 172 regularly used for mustering

Nine news says Cessna 172 with a photo 

Nominally 80 hp on a good day, with 620kg empty and 850kg at max weight, direct drive 60 inch prop ( though 2 speed manual change, being a rope zip starter style on the instrument panel !) it is on its max performance zone. 100 hp Rotax with reduction drive would make all the difference. 
Ken

We had a Grob 109 at our field and during our 60th anniversary open day I was a passenger in it for a display.  We had a small rain shower leaving drops on the wing. We didn’t make it to our go/no go point due to the lack of lift provided by the wet wings.  Turned back, dried the wing and completed the display.  The pilot said that this was a known Grob issue.  
Ken

Re my above post there is a Grumman for group G for $65k on Plane Sales.

4 hours ago, BurnieM said:

 

I would be surprised if you could find even a 50 year old Cessna 172 for under $250,000.

 

You can fly a 172 on a RPL and basic 5 med.

 

Both Casa registered and RAAus group G require LAME maintenance so no saving being group G.

Plenty of 172 and even a 170 for $80 to $120k around.

Our club has many RaOz aircraft and very few of the owners do their own maintenance with either the local L2 or the local LAME doing it for them.

 I have always done my own maintenance but having just sold my Jab and now finishing off my Colt I have had to work with a LAME.  He has allowed me to do most of the work and he signs off on it. As a bonus he charges RaOz rates as I am putting it on the recreational register.

So my project is going to cost a fraction of a recreational kit.

 I see Tommies and the like are going for 30 to 50k.

when I bought my Colt there were 3 all under $20k

while maintaining them may be expensive there is no way you are going to spend the savings of $100 to $150k compared to a new kit build.  Even accounting for extra fuel cost.

look around, find a suitable 760kg plane, and use the savings to maintain it.

Get friendly with your local LAME, you may just get a good servicing deal.

Ken

PS it's a pity the Gazelle isn’t made any more.

On 16/5/2024 at 5:48 PM, skippydiesel said:

 

It seems to me that you two are about aggressive argument not factual discussion - Try sticking to fact, do not quote me or others out of context, by all means go off on an interesting tangent but above all remain polite. 

Skippy, as above.

Ken

Skippy, please read your 7 point discussion plan on your first post initiating this thread.  I feel that my previous post fits your criteria for discussion.  Please indicate where I was rude.

Ken

Read an article in Kitplanes Magazine a few years ago comparing speeds with arrival times.  They used (from my memory) a 75/100/120 kt aircraft and flew the “normal “ hamburger run of one hour to a neighbouring strip.  
 

While there is a difference in transit times the advantage could be lost in both departing and arrival circuits.  There bottom line was that if you are flying for about an hour…..transit speed differences mattered little. It really only meant anything meaningful if you are approaching 2 hrs.

I put this to an informal test and flew out of an air show with traffic management so all ran smoothly.  Some had to turn right at 1000agl while the following had to turn left at 1000agl and so on.  A Gazelle departed only 5 minutes before me and with a 75kt cruise speed (had the very first Bolly prop approval).  He departed one direction and I the other.  He stayed low and I climbed 1000 ft higher than him @ at 100kts.

I handed a couple of minutes after him after a distance of 100 miles!

He flew low, not wasting time climbing and descending and probably picked up a more favourable wind, enjoying the scenery.

So all this “mine is bigger/faster than yours” is well…………pointless?

 I have gone the other way and will be lucky to cruise at 90kts, but have installed a skylight and clear door. I fly at 1500agl most of the time giving me the sensation of speed and I am looking to enjoy the close up views.

Ken

Has anyone tried this style of reinforced baseball cap? My Colt now has a skylight with plenty of opportunity to extract some claret from the old melon.  I don’t think I could get away with a dedicated helmet as the style of aircraft would initiate “Wan@er” calls but I should be able to get away with a toughened bb cap.

Ken

Come and see me.

C7

Where are you based?

Check wether you have Randolph, poly fibre, etc. then follow the makers instructions as to the repair method.
I have just about completed a Randolph system and it is very easy. Note— you can not mix systems. It should be in the log book. Or you can look inside the fuse and look at the base colour, it could be green or red, the most common colours. This will point you in the right direction.

Ken

If my memory serves me well the original Jab was called an LSA years before the new up to 600 LSA was even thought of. I almost bought one. So Jabiru had the original “LSA”. It also had a couple of other designators as well.

Ken

I ran my Gen1 at 2800 and it never got hot. Take off and climb to1500 ft was 3000@90kts. 
Ken

Earth X do STCs for many certified aircraft

19 hours ago, justinjsinclair said:

But it’s a colt ❤️❤️❤️❤️❤️❤️❤️❤️❤️❤️, will it be losing the front wheely thingy ?

I can’t dance so it stays a milk stool

Just for giggles….my Gen1 SP500 uses 11.7lt/hr.   100 true @ 2800rpm with 44” pitch wooden prop. 
 

Just sold it this week after 18 years. Why you may ask? So I can pay for the rebuild of my Lycoming:  And can now look forward to 24lt @ 90 kts. Hmmmm !
Ken

Our club has 4 Gen4 jabs and one Gen3.  The Gen4 run best on mogas and run cool compared to other generations.  Highly recommended.  Stay air cooled and bank the extra useful load and put the money saved to more fuel so you can get out more.  I have worked on all generation engines and the best are Gen 4, particularly in a training environment with up to 8 T/O and landings in an hour, though I have a soft spot for the last version of the Gen1.

best not to over think these things.

Ken

Years ago when I did my solo nav, I was going to go to Aldinga, so phoned them in the morning and they said that it was not recommended that day as there was a strong easterly off the adjacent hills, and would be best if I had a few more hours under my belt as when an easterly is blowing it is not the best place to be.  I have flown into there since and you can see that it is sandwiched between the sea and the hills.  Great place for a coffe…

Ken

Better image here

I had a bet each way and have installed a skylight in the Colt.