Roscoe

8 minutes ago, skippydiesel said:

I have not used a Dynon however I have used the AvMap Ultra EFIS - I found its response time to be too slow for anything approaching IFR conditions and although better than nothing, its presence/availability in an aircraft may lead an inexperienced pilot to a level of confidence that is positively dangerous.

 

In short,  unless, as a pilot, you are appropriately trained AND the aircraft is equipped with IFR instrumentation DO NOT FLY INTO IMC

 

I hasten to add AVMap do not claim it's EFIS is suitable for use in IMC - I am merely reflecting a personal experience/opinion.

I use my Dynon D2 pocket panel efis to give me gps ground speed, altitude, track, and slip/skid info.

Dynon also say that the instrument is not certified for IFR ops.

Like others have said, I cannot understand why the Glider in the Video did not have any attitude indicator at all.

Is this normal for Gliding Ops?

4 minutes ago, skippydiesel said:

I guess I agree with you to some extent, that being some sort of AH is better than none BUT these little pocket jobs are no substitute for the real thing and their presence may lead a user into a false sense of assurance/security that he/she may not recover from.

Have a read about the Dynon D3 instrument and you may change your view.

1 minute ago, Roscoe said:

I agree, and endorse an earlier post which recommends reading “178 seconds to live”.

 

Its actually a CASA safety video.

50 minutes ago, IBob said:

I think the latter part of this presentation is unfortunate: by telling the story with just a few stills, it does not show how rapidly things went bad, it does not show the ground speed of those near misses, and it does not show the relatively chaotic interactions in the cockpit.

The original clip, which shows all these things is a stunning piece of cautionary footage. 

I think this commentated presentation, while informative and sobering, loses much of that impact.

I agree, and endorse an earlier post which recommends reading “178 seconds to live”.

28 minutes ago, shajen said:

Roscoe,

she’s a SP 500. Flew beautifully on the way home, straight and balanced with a light touch on the controls. Was in no rush so cruised home 90kts. 

Great!

Enjoy it.

Congratulations Shajen.

What model is it?

5 minutes ago, Jabiru7252 said:

I have had a few incidents, all due to being forgetful or in a hurry. Not all aviation related. This incident was not like that, they seemed to completely ignore or were totally oblivious to the danger staring them in the face. They have no 'excuse'. Clear air and height one way and thick cloud and little height the other way. 

Well said. Agree completely.

10 minutes ago, bushcaddy105 said:

Just checked in to RF and would like to know what happened. Can someone please post a non-judgemental summary of what the video showed?

Reply just posted.

It showed cockpit video of a Glider, being flown very close to extensive cloud. On the left was large buildups, on the right was large areas of cloud free sky.

A voice behind the Student (or Pilot) was giving track guidance and suggested a left turn which took the aircraft into cloud.

Control was lost shortly after and panic seemed to take over.

The Camera fell upside down and i think recovery was made shortly after exiting cloud.

Thats my recollection.

1 hour ago, Robert said:

Well I would say two very lucky men. That is a video everyone should see.

Noticed video has been deleted 

3 hours ago, RossK said:

I was was dumbfounded when the instructor said "turn left here", when the only clear air was to the right.

Yes I saw plenty of opportunities for a right turn into clear air!

Unbelievable lack of judgement i reckon.

6 hours ago, yampy said:

 Clearly showing the aircraft as 24-8182 with Sydney Flying Academy titles .

 

This was a very active flight school trainer. I heard it on the Radio at Bankstown regularly.

4 minutes ago, Roscoe said:

 

I seem to be having some finger trouble with my reply, however suffice to say I agree with OME,s thoughts on this matter

4 hours ago, old man emu said:

Oh dear!  I have a feeling that this is not going to end well. I see someone who has a pair of rose-coloured glasses.

 

I really think that we ought to create a document to be posted here dealing with the the things one should do when purchasing an aircraft and the pitfalls to avoid. It strikes me as crazy that someone would by a piece of machinery, sight unseen and take the word of the vendor that it is 100% (not implying malfeasance by this seller) AND fork out a non-refundable deposit. If a person agrees to pay a non-refundable deposit, that's the contract they entered and there's no way a Court would order the return of the deposit if the subject of the purchase turned out not to be as described, or suitable for purpose.

1 minute ago, Roscoe said:

Shajen, you need to get someone totally unfamiliar with the aircraft like i said before, to do the condition report, otherwise its not at arms length!

Ring around, google Engineers at local Airports and get quotes. Be prepared to pay for this service, the logbooks will take some time to scrutinise.

Get a PPSR Report to check for encumbrances like buying a car.

I dont see the need for Solicitor involvement here. When you are happy, just transfer into sellers account.

Dont rush. A reasonable seller should fully appreciate you researching the transaction.

Forgot to ask, is this your first Aircraft purchase?

Do you have any Engineer/Maint people that can help and advise?

1 hour ago, shajen said:

Roscoe, 

yes, thanks to this site, I am getting someone to check and go for a fly. He’ll check temps, and generally make sure it matches what is being advertised. The owner is organising the condition report. I feel much happier now. It’s also been suggested, if the owner insists on being paid prior to delivery, that I use a solicitor and put money in eschrow, to be released when all ok.  Sounds like a plan is happening 👍

Shajen, you need to get someone totally unfamiliar with the aircraft like i said before, to do the condition report, otherwise its not at arms length!

Ring around, google Engineers at local Airports and get quotes. Be prepared to pay for this service, the logbooks will take some time to scrutinise.

Get a PPSR Report to check for encumbrances like buying a car.

I dont see the need for Solicitor involvement here. When you are happy, just transfer into sellers account.

Dont rush. A reasonable seller should fully appreciate you researching the transaction.

Shajen you MUST get a pre purchase inspection done by an independant person not associated with the Aircraft, and a thorough examination of the logbooks. Sounds like you are organising this now.

As regards payment, a Bank transfer if done early in the day, will often hit the payees account same day, so thats how I would do it.

When i first read your Post, I became uncomfortable about the perceived pressure you were being put under, and my advice would be to take it slow, listen to what SSCBD says, and get it test flown before paying.

Let us know how you go

1 hour ago, lee-wave said:

My flying is fairly infrequent so I am trying this procedure on the hydraulic lifter Jab motor.   

 

At the end of the flight fuel cock off,    allow the motor to run out of fuel and shut down.   All electrics off.  Rotate the prop through a couple of times.  The thoughts there are oil has not drained or been washed away by the fuel, is less viscous so will readily coat all surfaces.

Before the next flight rotate prop as normal. It is important for me to feel good compressions on all 4 cylinders.

Then I press the starter for 5 seconds without the ignition on.  Then fuel cock open, 10 seconds on the fuel pump to refill the carb. 

After that choke fully out, throttle completely closed (engine will be harder to start if idle is set too high). Engine always starts instantly.  Do not touch the choke or throttle for at least 20 seconds.  Thereafter everything as normal.

Any comments on these procedures...?

I find that the normal Jab start procedure per the POH works fine for

me.

However unless i slowly push the choke in immediately after the engine starts, it runs rough but smooths out as soon as the choke is in

4 minutes ago, lee-wave said:

For sure I let it cool down before rotating prop.  There are schools of thought re leaving a dry carb bowl for long periods of disuse. Do the 'o rings /seals dry out and become brittle etc... but from the UK Jab motor guru (my brother) for the past 25 years of Jab motor repairs he has not seen any problems with wet or dry carb bowls.

As an aside I use Esso 97 synergy mogas during the summer.  It is the only fuel guaranteed not to have any methanol additives.  

Toward winter, like now, I start filling with Avgas, so that there is mostly Avgas during Dec/Jan in the wing tanks. 

So far I have not done a full inhibit on the Jab because, on my mainly chalk strip on the north downs,  the drainage is very good and there is always the opportunity to fly at least once a fortnight....

Probably discussed before but what are your thoughts re flring up the motor for ground runs every now and then...? 

The EAA Presenter said their is absolutely no value in a ground run unless the oil temp is brought up to operating level and kept their for a while to dissipate any moisture and or sludge

10 minutes ago, skippydiesel said:

I think it is good practice to rotate the prop slowly through a number of compressions (I would suggest a minimum of 2 rotations of the engine). This is not just to pre-lubricate (valuable) it also helps the pilot assess evenness of compression as a measure of engine "health".

 

In Rotax 912/914 engines it is a recommended pre first  flight action of the day, to to relocate any "pooled" oil from the crankcase back to the reservoir (the famous "gurgle"). 

 

If the engine is being used very infrequently, your advisers observations may have some validity. In this case proper "mothballing" of the engine should be considered (see your POH).

 

If it were possible I would pre lubricate every engine befor the first start of the day - in the past heavy machinery did this with the use of a "pilot" motor to bring oil/fuel pressures up to minimum operating, befor the main "donk" kicked in.

Yes I am aware of the compression check which i do before every flight. The EAA Presenter was in the USA and probably referring to Cold weather and Pilots pulling thru their Engines once a week to scatter the oil around.

I watched an EAA Webinar a couple of days ago and asked a question about the practice of pulling the Prop through a few revolutions to move the oil around if the Aircraft had been idle for a few weeks.

I quote part of his reply and  am interested to hear what you think.

IT ACTUALLY MAKES THINGS  WORSE BY ACCELERATING THE MIGRATION OF OIL FROM THE TOP OF THE CYLINDER TO THE BOTTOM.

WHEN CYLINDERS DEVELOP RUST PITTING, IT TENDS TO BE MOSTLY ALONG THE TOP BECAUSE THATS WHERE THE OIL FILM IS LOST FIRST.

I know its far better to fly the Aircraft and get the oil up to operating temp.

Any comments?

14 hours ago, skippydiesel said:

No offence Roscoe but -

• I dont think this is a Jab/Other discussion its about making the use of ULP/MoGas safer using portable quality  a assessment devise (if a cost effective one exists at all??)
• Jabirus comment (which I have heard befor) has all the hall marks of a, "cover all the bases/arse" & "sit on the fence" remark. Analyse it and I suggest you find: Its okay to use MoGas  & its okay to use AvGas. So in the proverbial "nut shell" Jab are saying the choice is the pilots/owner - all good  - no further debate.
• Your final comment makes no sense as Jab (the engine builder) have already stated (according to you) that they accept both Mogas & AvGas - so good on you! you have decided to go with AvGas - no prob!
• As for your "mogas which should be  used within 30 days or put into your lawn mower." - this Forum has hosted several extensive debates on this subject - it is now accepted (by most) that MoGas, stored in an approved, sealed container at above 70% (or was it 75%) capacity, has a shelf life of well over 6 months - may I suggest that you are doing a Donald on this matter.

.

 

 

No offence taken Skippy, was just expressing my opinion and my views after reading about the pros and cons.

But your suggestion about DOING A DONALD ?..... bit harsh.

Glen, it will take a long time to recoup your money if you spend $4k on a test gadget for mogas.

Jabiru say Mogas is ok but recommend avgas due to quality control issues.

My recommendation...... go with the Manufacturers advice, Avgas is readily available, change oil every 25 hours, examine spark plugs which are cheap to replace, and save the hassle of lugging around jerry cans of mogas which should be  used within 30 days or put into your lawn mower.

I know you will come across owners who swear by Mogas and say their engine runs smoother and cleaner, but for me, Not being Mechanically astute, I prefer to take advice from the Engine Builder and fill up with Avgas and plan my flights where I know Avgas is available

I have the D2, superceded by the D3.

Great display, easy to interpret. Mine is attached to the Panel with the included hardware, I use a remote Antenna sitting on the Dash as i found the internal  Antenna unreliable.

Thats what i said when this post was originally put up.

As I said then, some people are very clever at altering things. Still looks like models to me, the way they move about!