Steve Donald

Clear prop Yes i agree even the dogs at our strip know what clear prop means, and it is the sounds of the two words that gets attention even in noisy environments, but yep you do get individuals who choose their own warnings such as stand clear i am starting my engine Hmmm a lot of stuff to hear there, like our dogs who respond to sound ie sit lay, and clear prop, Beats having to buy a new prop hey CLEAR PROP:thumb_up:

Hiya Theo, i agree the NGK Iridium spark plugs are the go, did you notice the complete burn you get especially when you mag check no noticeable rpm drop a complete burn still occurs on 1 plug due to the spark pattern being full circle omnidirectional, std plugs fire a figure eight shape spark, then you have resistance factors Iridium plugs only have one third the resistance of a standard plug , much less work on the ignition system, here is a test you can try for yourselves fit a half shot coil and crook spark lead with std plugs it will miss and break down change plugs to Iridium you will find in most cases it will run quite well, you will also notice cold starts are better as is throttle response, i would not run any other plug better overall performance with less load on the whole ignition system, resistance = heat and heat is the killer of coils and most components. only bugger is they cost $20 each still it is better than being in the air wishing they were fitted , cheap added safety, cheers Steve:thumb_up:

Well in the air i don't have to listen to the wife nagging, or look at the list of chores she leaves on the fridge, i can look down and watch other blokes mowing the lawn, god i love flying :big_grin:

Hiya yo will probably find the idle is set to high, which will make the choke ineffective, or float level may have been disturbed, so just check that out first and you should be ok, i use the iridium plugs as well so good starts even in very cold conditions, they have one third of the resistance on your ignition circuit, and a omnidirectional spark pattern, you dont get a drop in rpm when mag checking thats how much better they are a complete burn occurs $20 bucks each but they last longer and less demanding on the ignition. hope this helps cheers Steve

hiya Slen how did you arrange the connection any chance of a diagram, that would have been a great trip mate great country up there and the people are fantastic, good on you, Steve

do we need to mandate radios There has been many responces to this, however i believe we should move in this direction, sure lot's of what if's can occur like radio failure every thing can fail that is life, but you should st art out with the best of safety in mind as your benchmark. i really dont think it is responsible or fair to enter buzy airfields or CTAFS without COMS. it is worrying when inbound or in circuit to suddenly observe an unannounced aircraft, in your vicinity and then you have to assume the intentions and then wonder if the other aircraft can see you, and what if the aircraft has diverted due to some problem a radio would solve all of this if needed including priority circuit position or a modified circuit most of the time, they are cheap and reliable, as a duty of care to all other flyer's including the many regional RPT that traverse our County, the radio is just a safety tool and in no way replaces a vigilant lookout or induces apathy all it does is to enable communication, i dont care about the quality of a radio call that i hear but i am gratefull for the information as i know that the safety of myself and passenger has just been improved, this can go on as there are many other valid reasons why a radio on board is very worthwhile, reporting fires or anouther aircraft that may be in trouble, wow i will stop as i cannot believe anyone would not want a radio, you can get a handheld for $350 hec you cant even fly more than 50 NM without a ELT they cost $600 or so and they are mandatory, i would pick a Radio over a ELT anyday. thats my 2 bob's worth Happy flying and stay safe

Unfortunately, history has not reflected this as an outcome in air craft accidents, the high wing structure has proved to be a superior environment to be in, in most situations roll over occurs and escape from a high wing being much easier as well as the cabin structure being much stronger, we should reflect on the escape of the crew from the J230 AT Jamestown i doubt if survival would have been possible in any other construction type, a 100ft stall spin in, and the aircraft was back in the air after a short time, this says a lot and probably supports what is said everywhere if ya gona prang do it a Jab. a close look at accidents will show you better survivability in a high wing in general, this also takes into account precautionary landings. a proven result in accidents has been ie mid wing sonerai breaks ya legs with the spar, as well as unability to exit the plane whilst inverted, which is why i sold mine and now stick to high wings. end of the day you should fly what suited you, i stick to historical evidence for best safety as well as personal experience for my choice of airplane, then luck of the day comes into play. your airplane should suite the conditions and country you fly ie ability for off field landing low stall short field none of which you can do safely with a high performance rocket , imagine trying to muster with a lightning wow ya would need some fast cow's :thumb_up:

Hiya, summer ops in a high wing is much more comfortable, as well as bush trips ie high wing taxi through gates on stations, which if you try it in a low wing can be embarrassing, out landing options are more favorable you clear white post on roads or low shrubs in the paddocks if you have to force land or do a precotionary landing. penalties for all these benifits are reduced visability in the circuit and gerneral handling visability is impaired so it is a must to look roll look roll clearing your turn path regularly, end of the day you cannot beat a low wing for visibility, but you can comprimise with operational habits so you do clear your blind spots, and get familiar to your aircraft and how you need to manage a good lookout, but the main thing is fly what floats your boat. AND HAVE FUN:thumb_up:

You are quite right with what you say, but unfortunately ther are LAME AND LAME'S and old planes and old planes that are :still:like new some were corrosion protected others not, some were well inspected by those who knew where to look. But unfortunately there is a lot of rubbish sitting in various locations just waiting for a market, there is some who are sitting on cheap purchases to make a quid and the inexperienced will end up with a lemon at the least. with the current cost of fuel a 150 at 23 lrs hr for 85 kts is not a cheap option as far as running cost, then all the above comes into play, i had a 150 10 years ago and it cost a mint to maintain because it was old But you can find good deals but make sure you get it well inspected better to chuck a grand at a good LAME and get a major inspection done, before you loose a lot more. do ya home work first.

the 760kg would be nice but and it is a big but, there are heaps of old 150"s and others that just don't cut it for GA reg anymore and will end up being coffins for those that choose to continue to fly them, also CASA will be looking hard at the prospect of administrating all of the 2 seat categories now under the RAA, HENCE THE DELAY AT THE MOMENT, it is under consideration, if we are not careful we will loose the freedoms that have been worked for since 1982 the 300 ft rule dont cross roads ect. i think we have a great system as is and if we push we might just push ourselves right out of the cockpit.

hiya Geoffrey, yep those VG'S are great and work so well you will notice improvements all the way through your performance figures, i tried some and flew a flight test schedule for the obvious safety issues, but i had to remove em due to the LSA rules. going experimental was not an option for me, but it was such a shame to lose the performance gain and a much safer flight envelope, i attempted to get approval to permanant fit them but i was confronted with a negative responce, oh well you can only try i was Don'ded, anyway bud you will love em it will really help your plane perform extra good, all the best.

health Oh Boy, i guess they may think those who may not meet a class 2 medical wont matter so what if they go down in tiger land, their health was not real good anyway.

hey Gibbo, what is this statement suggesting sounds just like a Jab Stab to me, Read the reviews and speak to the manufacturer about these issues, which are not a problem at all, but i think it is unfair to defame products especially Aus made one's, or maybe your just trying to wind me up who know's. But one thing we should all keep in mind is that via the years of efforts Jabiru have put into recreational aircraft, in developing a great aircraft atually paved the way for all of the imported high performance aircraft in this catorgory, including some composite types, so with that i believe that Jabiru deserve respect and appreciation for where we are today, they are certainly held in high regard by CASA as a certified aircraft builder, who are proactive in an ongoing project development program, and provide customer service that is second to none, next day parts ect, . These forums are world wide read and Jabs are sold world wide, in Africa they are a primary trainer and are also used by National Parks there, Jabs have proven themselves some old LSA's are still in service one i heard about has 22k hours it was born about 1985, not a bad record at all. At the end of the day the poor old Jab has had to contend with an onslaught of critique and negative propergander, this was mostly done by people with an interest in selling their imported aircraft for which they were a dealer agent, which is a poor way to market and leaves a lot to the imagination as to the level of integrity these people have. it is not the Ausie way or in the interest of our products and benchmarks. well that is my say cheers and safe flying

Hello Rocko, after the initial raised topic i contacted the Manufacturer as did the administrator, there are no omissions from the flight manual as it is LSA and no the wing is different from the others as well being solid foam core. As to the other models they are tested to 54deg c at 9g's for certification, the manufacturer stated this is where the resin starts to soften, but after about 3 years this temp raises to about 70 deg the structure actually becomes stronger,this was explained to other parties who also spoke to the Manufacturer, any concerns should really be made to the manufacturer so a detailed explanation can be offered and answer any question accurately, apparently the certification process of the other models dictates the 38deg limit on those particular aircraft and the composite aircraft has to exceed the limitations of structural integrity than does a metal aircraft, under the current certification process and are proven statically and physically to destruction including being placed in a propane furnace and load tested in the presence of a CASA Official. So you can see the structures meet a very high standard of compliance, yet aircraft from overseas are omitted from this and accepted with the certification from their place of origin using whatever certification process that may occur in that country. i also have an OAT probe fitted but have never seen temps outside in cruise that come anywhere near problematic or breaching of rule's. I do recomend any concerns anyone has to speak to Jabiru direct about their Aircraft, they are very happy to do so and are completely transparent with all information re their products.

hey admin just stick your site wherever it fits mate, don't tell me about disrespect or whatever you XXXXcan planes without all the facts scare some people in the process ,don't talk disrespect to me shove it you are a menace to the sport with that attitude, or an advocate of metal construction anycase i don't care like i said and others the 120 makes no menton of 38 or 40 as you claimed anyway i will leave you guy's with it give this website a wide berth i thinkthumb_down

hey guys i fly with my family and grand children so if i find out my new Jabiru is unsafe to fly at 40c which is the local temp regularly here i will be seeking a refund and not fly it. any one like to provide some evidence for me please, so i can pursue this further i fly in the bush Aussie plane and climate end of story.

yep i agree to a point but the aircraft are well proven Nationally, and have accounted for many thousands of hours of training in high temps, no issues, yet this sort of condemnation occurs time and time again, even the administrator of this site said this was verging abuse what the truth? if that is the case i will be happy not to be part of this website, we need to express ourselves and it is not so much as what is said , but how it is received, we have no control of that do we so the thought police win

oh mike you just need to fly mate , the facts are there the plane is safe at those temps if you say otherwise do so , but the manufacturer can claim loss against an invalid claim that it considers damaging, in what your claiming that a jab owner is grounded if the temp is over 40c that is crap. polycrap

yep i do see what you say but most active days of composite flyying occurs on 40 + days and in the case of Jabiru are stressed at 53 c what would you consider as a average temp on a stinker i have flown in Marble bar on 52 c in the air dropping dog baits 42 deg at 1500ft, if you were just overflying prob 6500 maybe 33c well away from an issue here, apart from maybe an attempt to comprimise composite construction but then we know how well crash victims have walked from these as well so there goes that argument well in jabs anyway.

stress ratings were performed to meet the numbers at 53c look at the Jabiru site and the millons it cost to meet certification, then the facts i pull my plane out of a 50c hangar warm up and take off at about 42c cruise at 33c land at 40c whats the problem as for engine temps hey if it set up right no issue eithter i don't have a temp issue or many others, the j120 can climb full power until lift is non existant and still be in the green even on a 40c day, so dont let that could your judgement, the 160 can to when set up correctly some of us know what is required for this but it is not a case of Iicerouse meets his maker.or however his bloody name is spelt

nothing about 40c in my flight manual what you talking about/ not fair laying this sort of rubbish on the uninformed flyer

you haven't read the the Manuel, do you think the insurance company would cover you if this was the casw 40c common get with reality and stop trying to scare new aviators use facts and real facts. you fly a jab learn the facts

the stress ratings are done at 53 c and you mention 40c then you have altitude temp reduction common guy's get with it, there is no issue here, go to Wakerie SA the worlds best gliding centre all composite and they get exited when it is 40c and no structual failures here recorded due to heat, don't get paranoid due to poor information being supplied to you look at the flight manual in the aircraft, not the remarks of the uninformed or ignorant , enjoy cheers Steve

good on ya Ryan you now have a lifetime of wonder ahead of you , i wish i had started at your age i was was 23 but what the hec mate you go for it fly safe remember the stay alive stuff and enjoy whatever it brings you all the best Steve

it/s chalk and cheese learn both and combine your experience as an advantage will save ya bum at some stage.