Jabiru Phil

pduthoit

I have mod to be fitted. Funny temp readings, OAT 32 deg, oil temp 98 ish two weeks ago. Last week OAT 24 deg 80 ish temp This week again 24 deg OAT and temp back to 98 ish again, all in cruise at same height. Could be the sender? I will wait until mod fitted before I go down that track though.

Cheers

pduthoit

Hi Gleen,

Did you cut away any of the cowling to enlarge the opening as suggested by Jabiru?

Cheers,

Phil.

pduthoit

Hi all,

I like other members must be getting value from this thread and the cross conversation between a member and (ex) instructor. Excellent reading.

I would like to mention that I have a book that was given me that has ALL well explained and indexed chapters with diagrams. I call it the bible! I have also read most BFK books and refer to them occasionally also, but the "STICK and RUDDER" hardback wins every time. I can follow the above queries by refernce to the current topic posted.

Worth the purchase for ALL pilots.

cheers,

Phil.

... when you you play back the Cam recorder at a certain speed, you will note that the wheels on the conveyor are actually going BACKWARDS and further more...

Thaks Matt. I owe you 2 cents! Reckon your right there.

After reading your post I will do some X winds practice with my instructor again with cross control. I have gotten out of doing them lately.

Cheers,

Phil.

The 296 is a great GPS to read. I have mine on a Garmin supplied ratchet swivel mounted on top left hand side above the panel. I find that I can swivel to a position that is perfect when the sun glare is around. Also you are looking out the window when fiddling, as you do.

Phil.

I learnt to not be compacent with X winds recently. The TAF at the country strip 2 hours before take off was 6 knots X wind. Overflying I could see that the flag indicated the same direction as the TAF. On final I realised that the flag was nearly horizontal, I was crabbing a fair bit to keep lined up, speed was OK and all went well until I kicked the rudder and flaired a bit too soon, I skimmed sideways for a while before contact with the bitumen, my shouler tried to open the door when the wheels grabbed.

Two things came to mind after this experience.

1. I should have done a cross contol landing?

2. I should have aborted and found another field that was more appropriate.

3. I could have used the recently gained knowlede of the "60" knot rule. For every degree of offset you are at the line up, the wind is blowing at one knot assuming 60 knot approach speed. i.e 25 degree offset approach = 25 knot X wind. No damage done to undercarriege surprisingly.

Guy walks into bar with a head under his arm, he explaines to bar tender and customers that it is his son and its his 21st birthday. The customers buys the son a schooner and immediately a torso pops out, they buy him another and arms appear, the crowd are cheering. After the next drink, legs pop out, the crowd are going mad. One more drink and he takes wobbly step towards the batwing doors and staggers out onto the road only to be run over by a truck and killed, the crowd are hushed and in tears for the father who had looked after his son for 21 years and end like this.

The barman who had taken all this in while polishing glasses said....

He should have quit while he was a head.

HI David,

Yes can be a bit tricky at times, I have 140 kg to play with (full tanks) but the 20 lt/ hour burn gives 6 hours with reserve, I have never gone further than 4.5 hours in a leg so can pick up a few kilos when I manage the fuel.

Cheers.

Hi,

Guess its what you want the plane for. I travel mostly longer trips when I can (Finke motor races, William creek Gymkhana) etc and am planning more this year. Alice being a remote area will allow you to enter for fuel, as have many Jabs before me. I surely do not want to enter capital cities airports unless we can someday get an endorsement and then I would think twice, those big jets and wash scare the hell out of me. My "D" model does not have night panel if thats what you mean.

Cheers,

Phil.

RAus. Why do you ask?

Cheers,

Phil.

Hi All,

I must join in on this forum in regards to the comments on lack of instruments on the J120. I learnt on 55-3591 at Renmark before purchasing a 230 kit. I have since purchased a 230D factory built October last year. When I ordered the panel options on the kit plane I really had no idea of what wanted. A trip to the Kimberleys via Burketown, Broome, Alice etc. made me review my instuments on the latest 230 when ordering.

#1... two radios ( mine failed before Alice) Great to listen in on area and ctaf

#2... Transponder as regional aircraft airports were visited.

#3... EFIS for AH as I encouted much smoke and haze in the north.

#4... The 230 for its endurance, (Halls creek to Alice) an example.

#5... 230 again for the luggage area (sleeping bags etc.

The point I am making is that if you are flying local and that is most of what you want the plane for, the 120 with no frills sounds OK to me, on the other hand it would not suit me for the above reasons. Horses for courses I say.

Cheers.

Hi Brent,

Jabiru followed up after my enquiry yesterday. They are sending at no charge mods for oil cooler surrounds etc. They will also send bottom cowl lips if they deem necessary.

Thanks again for your input.

Hi All,

Thanks for the info on the oil heat problems Brent. Looks as though you were on the right wave lengh as Jabiru have posted the mods yesterday. I rang a few minutes ago, wrong time of day to talk to the right person, however I asked them to send the necessary parts that they suggest.

Cheers,

Phil

I only just read the last chapter of the book "Stick and Rudder" recently, which describes what REALLY does happen with the instruments and inexperience of ifr flying.

Worth purchasing.

Phil

Thanks brent. I will up the revs a bit and see if any change in oil temp. The discussion I had with Jab re the running in oil was to change over to w100 when the oil burn settled down, which was at 28 hours. I have not added any oil in the last 7 hours although perhaps down a 100 mils. Climb out temp OK just the cruise at 2800 has me a shade concerned. Flying at the weekend and I will take some readings at different revs. I estimate that the burn is 20 /Hour, mostly longish trips of 60/120 mins, not much curcuit work.

Cheers

Thanks Brent for the contact. I collected my 230 late October and I assume is the "latest" cowling etc. The cht is a shade above the pic you sent, about 2mm before the yellow. Oil temp is touching the left hand side of the 100 in cruise at 2800 at 2600 it decreases a lot, could be the tight motor as only 35 hours. I do not have pics of that side of panel in flight. I can send pic of cowl if you supply me an email address and you can comment further. Yes I have followed some discissions re oil temps, that's why the contact,

Cheers,

Phil.

Hi Brentc

I too am interested in the discussion on oil temp. My 230 runs at near the 100 mark at cruise. I don't seem to be able to get your pics for some reason, is there a trick?

Phil.

The brakes on my new 230 will lock up the wheels if heavy handed.

Much better brakes than the earlier model for sure. I would do an upgrade in your position.

Phil.

http://www.auf.asn.au/constructors/jon_gough.html

is an interesting site to visit. It gives you the thoughts that most of us go through when it comes to these money decisions.

Maybe of help, it was to me.

Phil.

Talking of sheep

Sheep always feed with their heads facing the wind. Horses on the other hand stand with their tails to the wind.

Hi, I too had problems late October. I found that the mobile worked well with ear-piece and phoned ahead Moree and Narromine. Had to back track to narrabri where an air contactor was in attendace permenantly. He used his storm scope or similar to find a break for me. I used fuel supply phone numbers.

Tell them to take a break and see the sights, the weather can last a while up there.

Cheers