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wideblueyonder

Members
  • Content Count

    16
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16 Good

About wideblueyonder

  • Rank
    Member
  • Birthday 12/09/1957

More Information

  • Aircraft
    Jabiru
  • Location
    Tasmania
  • Country
    Australia
  1. Great trip, great pics, top job! WBY
  2. Hey Skip, when you're ready to part with that pesky IC-A20, give me a ding please! My once trusty back-up unit now has an almost unreadable LCD screen. I'm not savvy enough to know whether its a failed screen or something else, but as you said, they are a solid reliable unit worth fixing. cheers WBY
  3. Jabiru powered X-Air performance? I have a mate who owns a 618 powered standard X-Air. It is going just fine, but with 450hrs of trouble free low stress operation, thoughts are now divided between a full rebuild versus a repower with a new fourstroke engine. He would prefer a fourstroke (for all the usual reasons). How successful is the Jabiru 2.2 engine in the standard X-Air? Would like to hear from owners/ pilots who have flown the 2.2 powered versions. We live and fly in the coldest state, so I believe overheating may not be as big an issue here. Thanks in advance, WBY
  4. I stand corrected and happy to be enlightened by someone who has the actual facts.
  5. L Looks to me like clever use of photoshop to produce an 'artists impression' for a development application from a developers perspective and not so much as from an aviators perspective.
  6. I just went to my local friendly battery wholesaler here in the map of Tassie and bought what is probably a generic battery that they put a sticker of their own brand name on. Even with their probably 300% mark-up, I still paid an eye-watering $94.00 for something that came from, you know where... Ask for an AGM, sealed, zero maintenance type. The one I settled for had significantly higher CCA (cold cranking amp) rating and boy, I was not disappointed. The combination of the factory original battery and aero oils in very sub brass monkey temps meant starts were totally up to wether the planets were in suitable alignment or not. Not a good look with students duly arriving at their appointed times, wondering why their trusty steed is un-cowled and lifeless. again..... WBY
  7. I agree, difficult to charge with a modern automatic charger. I used an old fashioned manual charger on the lowest setting. ( this prevents any calcification that forms on the plates from case-hardening). The battery recovered twice from the same operator error and 8 years later, was still going strong. Recently, my Odyssey in my current plane would not start my engine when it was cold. I replaced it with an AGM a smidge bigger for a fraction of the cost and get instant starts in any temp, even in -7C. Could not be happier. WBY
  8. The way I see it, the plane was already much slower than most would fly for a buzz, fly-by etc. I'd say he was lining up for a river ditching. Engine problems... no fuel, failing fuel pump etc. the thing suddenly burst into life catching him unawares, climbing and the engine failing again, just as he was desperately formulating a new plan in his already totally overloaded head. If it was still developing cruise rpm on impact, there would be visible damage to the prop. Who knows how any of us pilots might react in the same situation with literaly only seconds to formulate a plan with the river being (in his mind) the better option for a forced landing. Consider also it may well have been the passenger at the controls after the pilot became incapacitated.... Just my Aus$0.02 cents WBY
  9. Hi Hi Rob, It's going to be a process of elimination, bit by bit. Try borrowing someone else's voltage regulator if you can, for a start and see if that changes anything. A failing component like a capacitor might be the culprit, still allowing the unit to regulate, but with noise. Be sure your plug leads, if shielded, are only shielded on one end. There should be a noise filter fitted to the power supply wiring to your radio. Again, try a substitute filter to eliminate that as a source. Let us know how you get on with finding the fault. Wby
  10. "familiar even resistance"??? Yikes! There should only be a healthy bounce between compressions hot or cold. Definitely do not fly it in its current state. Sounds from your description that there is tightness in the engine and it needs further investigation by someone knowledgable and experienced in these matters, specifically Jab engines. Not just another jab owner, but someone who has considerable expert maintenance experience with repairing and overhauling jab engines. Well done on raising your issue for advice! Wby
  11. 3 cylinders are down on prop pull through.... You need to be a bit more specific and give us more details. If it was when stone cold and not used for a while, then un-even compressions is not uncommon for a lot of engines. If it was after a monthly run-up (preventative maintenance) then you would know that everything is close to operating temperatures, lubricated and valve and ring contact surfaces are not contaminated with surface corrosion. Give the engine a quick ground run first and check your compressions again. Do not over-do the ground run, as valve seats have been known to come adrift from overheating. I'm confident that your compressions will feel normal enough for a flight and be completely normal after your flight. Wby.
  12. Excellent tutorial here: https://forums.sailboatowners.com/index.php?attachments/repair-of-yanmar-tach-updated-pdf.59966/ how to rectify your failing VDO hour meter display. The problem stems from a failing of the silicone rubber used during manufacture to seal the transparent conductive tracks on the printed circuit board where the ribbon connects to the board. Remove all of the crumbling sealant with a sharpened toothpick and small brush and have your hour display reading reliably again. wby.
  13. Hi Mac, Welcome to the forum and to the wonderful world of recreational aviation! Some important things to consider when deciding what to buy: - Be led by advise, practicality and function, rather than what looks cute. - Consider as a very high priority an enclosed airplane over an open design when planning on flying in Tasmania. Our best flying is during the colder months and having to dress like an Eskimo and still freezing is not fun. ( even harder now as we are no longer 'spring chickens') - Nev is spot on. Fabric can be tested very easily and regardless of condition, usually makes for a more affordable 'first' aeroplane. - As I mentioned in a pm (personal message) there is a very nice low hour Thruster for sale in Tas. As it is already 'over the pond' it's asking price is even more attractive as it won't have to be flown/ trailered home (trailer, fuel, time, Spirit of Tasmania costs, booking availability this time of year etc. - So if you buy a single place aeroplane, you will have your investment sitting in a hangar somewhere while you pay dual training rates to learn to fly someone-else's aeroplane. I am more than happy to take you through the course of training for your pilots certificate in my Jabiru, but you will still need to fly a further minimum amount of time for any endorsements you will need such as Tailwheel, twostroke etc. - Finding somewhere to park and fly your plane near where you live in southern Tas is going to take some effort. There are folding wing designs that you can trailer and keep at home. I owned a Gazelle and kept it in a fully enclosed trailer. Best ever. - It is most unlikely you will ever intentionaly land on a sealed runway here in Tas. Your choice of aeroplane should reflect that. What is more important than speed, transponders and artificial horizons, is the ability to safely operate from paddocks. So, bigger wheels, effective brakes, softer suspension, propeller clearance, slower touch-down speed is very high on the desirable list. - If you buy a two seater (and there are lots for sale), you can't learn to fly in it unless it is 25 or 24 registered (factory built). You can learn to fly in a 19 registered 2 seat plane, but only if you built it. You can do your cross-country training in a 19 registered plane, as the flying is not for a certificate, but for an endorsment. - Get at least enough flying training under your belt to be at the stage where you can takeoff and land unassisted. This will give you a very good idea of what kind of flying you wish to persue. After a life-time of romancing of flying and aviation in general, you may have formed a mental vision of a flying style that may not be reflected in reality. - Talk to the schools who have been around for a while. They probably earnt their living in the early days from flying Thrusters and Drifters. (Fabric, twostroke, factory built= affordable.) and will be able to give you first hand experience regarding costs, maintenance etc. Good luck, hope this helps WBY
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