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Jim188

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Everything posted by Jim188

  1. Hi Flyboy1960, I get it, some people around here like to have this Ford versa Holden, banter thing happening with Rotax and Jabiru, Sadly, but you missed my point, I was not flying a flag for anyone. I was just very surprise to see the Rotax numbers like that coming from RAAus, because I have never meet anyone in my aviation world who knows of a 912/914 Rotax failure or anyone who may wish to acknowledges this, but it obviously does happens by the looks. Have great day. Jim188
  2. Hi All, I read with interest all this banter about Jabiru engine and their reliability issues. I think we all know Jabiru has had some engines issues and that's why if you own a Gen 1, 2 or 3 you should know about the different up grades that Jabiru has brought forward for these engines. But does every Jabiru engine owner do those up grades, I don't think so ??????? I find it interesting on this forum, does anyone every ask when a Jabiru engine failures, has the engine owner done all the appropriate engine up grade or maintenance as directed by Jabiru, e.g. replacing single value springs with double springs or replacing pistons with recess piston crowns. What about pilots that don't really don't understand the importance of doing a cruise climb with a Jabiru Gen 1, 2 or 3 engine and that owner is always having compression, head bolt or torque issues and it's never their own fault. Maybe before we jump straight into blaming Jabiru for every engine malfunction or fault, we should understand there is at least 4 possible factors that can contribute to an engine malfunction or failure. The Pilot The Owner or Maintainer Parts (or the person who approved the substitute parts) The Manufacturer. I heard a Jabiru crankshaft that failed, the owner was sure it was Jabiru's fault. What most people never got to hear, is that engine had a bad prop strike a year or so before and the owner never bulk stripped the engine, did I hear someone ask, what's a bulk strip? Or what about the Jabiru engine that failure where the owner never did the double value spring upgrade in a timely manner. Then one day, smashed a valve into the top of a piston and then blamed Jabiru for having such a shit engine, because the owner never did the valve up grade as told. I am guessing some on this forum are not even members of RAAus, but in their Magazine issue 103, page 95, for the first half of 2022, there was 16 engine malfunctions or failures. 9 were Rotax and 7 were Jabiru, oh boy, and for all this time I have been hood winked by all those Rotax flying pilots telling us their engines just never, never, never, never ever fail and now that just seems to be one big porky. 😃😂 Jim188
  3. I did cast a fairly wide net about other imported aircrafts. My apologise to all those other aircraft owners who do have Australia dealers that give them a great back up service and who have invest large sums in having good parts inventory here in Australia. Hat's off to them as well and I will say the same thing to those aircraft owners, try to support your aircraft dealer the best you can and where you can with your parts needs and I don't have any interest in an aviation business. But, I am a small business owner and know, if you don't support your aircraft dealer, they may not be there when you really need their help and advice to fix your plane, and now you are waiting those 4 month to get some part for the other side of the world not knowing if you have everything you need or the correct way to fix your beloved plane correctly. Cheers Jim188
  4. Out of interest, I really don't understand why so many Jabiru owners come here to get their parts advice. If you are in Australia, why not just contact Jabiru via email or phone and order your parts. I have found the Jabiru team always supply me with a great service and there is no debate if they are the right parts or not, as with those wheel bearings, I ordered from Jabiru one day and they arrived the next. Can I tell you a story about the Jabiru Team at Bundy, in my aircraft log book, the builder of my aircraft who lived on the east coast of Australia was on a trip around Australia, shortly after landing at Perth, the refueler stepped back into the Jabiru prop and cracked it. It was late in the afternoon Queensland's time, but they rang Jabiru, the option was there to replace it with a fibre prop, but it meant more work and time for Jabiru to cut out the spin and set the pitch of the prop. So the Jabiru team got to work that afternoon/evening and then got the prop on a flight back into Brisbane that night. The next morning in Perth the prop arrived with the spinner and all the bolts to mount the new prop without hassle. In my aircraft log book it tells the tale and they departed from Perth only 80 minutes later than their planned time of departure. This would not have happened if this was and imported aircraft and really the Jabiru team does a great job in servicing their flock, so spent a few more dollars where you by supporting our aircraft manufacture. Cheers Jim188
  5. I was following this Cessna tyre thing in SA for some two years now. They say the take off roll is shorter, the idea, is that the Jab has less ground frication on the ground roll, I guess it will make little difference on the black stuff. I also read, they lost some airspeed at cruise, but the handling on their bush strips was so much better with less worry about the nose wheel falling into an animal track and prop strike. Anyway JackC, I hope this helps with your question about the bigger tyres, one last thing, you'll have to forget about it unless you own a 19 or Exp register Jabiru.
  6. Here is what a Jab EXP might look like with bigger tyres, not sure if this pic is real or photoshopped.
  7. Yep, you to guys are so right if you continually push the envelope with no understanding or training of how things can bit you. This is why I was so surprised to read this pilot was the selling agent for the aircraft type and then seeing what his control inputs were to this wing drop. He's one lucky guy and everyone should lean and have a good look at the rudder work and if you don't understand what you are looking for, you better not be a STOL pilot until you do understand what you are looking for.
  8. Well guys I am a bit slow to post about this thread and the video of the pilot who stalled his STOL Aircraft. To give the pilot a little bit of credit, it seemed he was starting to stop the rotation by the use of the correct rudder input as the wing hit the ground. But, I am surprised no one on the forum has commented why the wing drop happen, besides the obvious, that the wing was stalling. What I see was pilot error, not because he was flying to slow, but you can see the pilot used right rudder as either the right wing started drop or this made the right wing drop and stall as the pilot used right rudder for a split second. That's all it takes to make a wing drop on the stall. The pilot should have instinctively used left rudder as the right wing started to drop. If you can't see the rudder, look at the video on full screen and watch the rudder input just before or as the right wing drops. If you are going to fly on the stall like this, go up and practice, practice and practice again your rudder control on the stall with an appropriately trained instructor and aircraft. They will teaching you how to picking up your stalling wing and then the other wing as it starts to stall and then the other wing as it starts to stall again and so on. Practice this with height until you can use the correct rudder input and control instinctively the aircraft's roll from its stalling wings and doing this without using any ailerons inputs, which just stalls the wing even further. With this manoeuvre is called a "Falling Leaf" and it trains you to step on the correct rudder input instinctively with timing as the wing starts to drop, not has dropped. Jim188
  9. Hi RFguy, Oh dear, sorry RFguy, I had read another post recently on FB about the intake O-rings in the plenum and incorrectly mixed the two replies up as I did not reply immediately at the time of reading each posts. I can see very clearly which area of the engine you are talking about, sorry. Cheers Jim188
  10. Hi RFguy, I am please you have found yourself an aircraft and it is a Jabiru 230. So the Gen 4 has been flying for 5 years now and it's continuing to prove itself, and as it does the value of your airframe is also slowly heading up. As a Jabiru owner, if you are not flying regulars hours each and every month with your Gen 2 or 3's engine, you are most likely going to have steel barrel/corrosion/compression issues. It's not a big deal, but can cause owners to have higher workshop hours in maintaining their compressions with in specs. Most flying school don't have issues with this or for those who fly regular hours every other week, as their barrel don't have time for surface rusting causing compression issues. For me, my Gen 4 is now 5 years old years and just been through GA annual. The Gen 4's have Nikasil coated barrels which don't rust. So with low irregular flight hours between annuals as my aircraft has done to date, this past issue of steel barrel/corrosion/compression is a thing of the past and proving to be a non issue with compressions being in the 77-80/80 leak down range some five years later. RFguy, are you right about the Plenum O-rings and their operating temperature? My CHT are just getting to 125c, so I am wondering if the plenum in a Gen 4 is not getting anywhere near that temperature you talked about. As the plenum has vast amounts of air flowing around and through its, so being cooled. This is just a though I had why Jabiru may not have be so willing to listen to your theory about the need to up-grade plenum O-rings. Cheers Jim188
  11. Well Glen, I am not sure how long you would need to wait before installing a Gen 4, when your are talking about spending money on a 912 to put in your Jab. My Gen 4 was installed in late 2017 and has low average hours, being 4 years of age . Here are some Stats, Less an 200 hours. Uses no oil between 25 hour oil changes. Before HD piston change, at 2.5 years old, leak downs where 72-75 over 80. Since the HD piston recall, last 2 annuals, one recently, the leak downs have been 77-80 over 80. Temperatures, OAT 19-34. DA at average 3000-4500FT With a 75knts climb to circuit height and then cruise climb, CHT spread across the 6, 106c to 121c. If you pushed very very hard to see the temp envelope by an extended 70 knot climb, I found it is very hard to get it up near my orange range. My EGT's spread across the 6, are in the range of 619c to 677c. My oil temp is always stable, but gets a bit cold during the winter months. I had a HD pistons recall, they contacted me, great service from all the staff. Even offered a car to see the sights of Bundaberg at no costs for the one and half days I was there. I know someone will want to know about my EFIS instrumentation. All my EGT and the CHT read the same temp before the engine is started and the OAT sensor reads within one degree of them before pulling the plane out of the hangar. As to the accuracy of my sensors, I bench tested the CHT and EGT probe against a Fluke quality multimeter and thermocouple/ sensor. I did this with the CHT's and EGT's sensors still attached to EFIS and using a heat sink with brackets made to hold either a EGT or CHT probe. Then using a variable heat source to vary the heat temperature, I check each sensors and EFIS reading across the whole temp range and against the Fluke meter reading. I had to replaced all EGT's and one CHT sensor. Yep, all the sensor worked, but their readings were out by as much as +- 15%. What are these Gen 4 issues you talk about Glen? I have no compression issues, caused by the rusting of the steel barrels from irregular flight hours and I would be a prime candidate for that. My CHT could be seen as being to cold and EGT are not even worth watching. I had the HD pistons recall what else can I say. Happy Days so far and an easy 100 hourly inspection with a Gen 4. Cheers Jim188
  12. I have enjoyed reading this posts about a Jabiru transplant, I know where such a Jab was out past Warwick for sale some time back. What really interested me about this, no one was actually really that interested in buying it from what I was told. I have read a lot of this thread and it seems many people are having too much fun tinkering with their Gen2 and Gen 3's in looking for the answers to their issues and I am wondering what they would do if they had no issues to fix. I wonder why no one has mention what is the easiest answer of all. RF, you need to take a look at this equation, (Gen2 + Gen3)-1 = Gen 4, sell your Gen 2 or 3 and buy a Gen 4. I own one and it has no temp issues at anytime and I have 6 CHT, 6 EGT and Oil Temp. I realize many people on this forum love the challenge of tinkering with their Gen 2 or 3's, and these engine for them are a match made in heaven for those amongst us. But my advice for those of you who are tied of scrolling through such place looking for answers to solve your frustration of temp issues, get your Jab into a Gen 4 and instead of you watching your temps, you can start watching the scenery going by. Cheers to All Jim188
  13. Here is the the answer to your question, Yes, as an aircraft owner you have to get the annual inspection done every year even if the plane has flown no hours. Also if you fly 100 hours before the year is up, you need to do another annual type inspection to get another 100 hours or to have another 12 months from that date of the last inspection. These are the normal maintenance rules. Not to be rude, but if you don't understand the reasons behind what people are trying to saying and you own an RAAus plane. It would best that you don't do any type of maintenance without having an experience LAME, L3 or L2 with you until you gain a much better understand of why we do the maintenance and the system used to do it.
  14. RFGuy, I hear what you are saying RFGuy and see what you are thinking and I am enthusiastic to hear you are wanting and willing to do bring some of your expertise from another field. I would be happy to have a yarn with you, I have an experimental Jab 430 with a Gen 4 engine with 2 full EFIS's and a spare input that can be programmed and configured. I don't feel the need to have vibration monitoring on my aircraft, but I think it would be good to confirm that you are flying your aircraft in the RPM sweet spot for your air frame and engine. I also think vibration monitoring would be just like having your oil temperature monitored, the vibration may never change at your cruise RPM, but if it does it's not just you thinking it has changed. A few years a go, I was flying a Jab 230 and was heading off for a bit of a local Nav. I had flown this Jab 230 a number of times, so after taking off, something did not quite feel quite right, nothing huge, but the engine seemed to be running ok when cycling the throttle, but it had what I thought was a very small hint of laboring, with a very small hint of vibration which seemed nothing to do with the engine rpm, in all nothing was jumping out at me saying we better land in a hurry. But, I did land and lifted the top cowl to have a look, at first nothing jumped out at me, until I saw the air intake scat hose was neatly tucked down and in towards the carby. The aircraft had no recent maintenance and had been flown a few hours by a number of different pilots before me. The scat hose was clamped back onto the bottom cowl intake as it should have been and all felt nice again. Another example, I had some work done to my plane and on the way home I felt the plane had a little more vibration in it than on the flight up, I talked to the maintenance guy about the work that had been done and he said pull the cowls to check nothing was touching cowls. Sure enough the positioning of the oil blow bye hose had changed slightly, so could have been touching the top cowling and adding this vibration to the air frame which I felt in my feet or when I touch the top of the instrument panel. I just re-positioned the hose and put the cowling back on and that small vibration was gone. I think these types of situation may have been picked up by RFguy type vibration monitoring. As a pilot flying my own aircraft, we all hope we will feel such things, but for those flying hired aircraft, those pilots may not be able to feel those vibration changes as they happen, but RFguy vibration monitoring could be a good way to warn a maintenance crew to have a look for something. Jim 188
  15. Just Quickly Tuto, I had a few issues some years ago and they continue, nothing like a transplant, but it took some time to work through our CASA's processes. But from what I can workout and to be honest, if you are seeing a Doctor and Specialists on a regular basis, you could be well in front of the guys that don't. Everyone is different, Class 2 here is what I need for PPL with NVFR . It may have costed me more to start with for my testing, but it seems if your blood pressure and heart is good, that's a very good starting point from what I can work. cheers
  16. jackc, your enthusiasm in having such for aviation and wanting to do things in your own way and time is entertaining. My first student was a farmer, before he finished his flight training to the solo stage he purchased a single seat 95-10 aircraft. When I heard about aircraft, I told him no way he was to fly his plane until we finished his training to at least solo and got checked out by the senior instructor, he agreed. Now just down the road from his farm was a mate who owned a similar ultralight, so you guessed it, with in days they got their ultralight out and went flying around the district and their farms. I flew up to see their new airstrip and as I over flew I could see two aircrafts in the circuit patten. Yep, it was not hard to work out one was my student, who was on short final and as I watch from above I saw a puff of dust and the plane run into the fence before the air strip. Into a sideslip I went all the way to the ground and put the drifter onto the airstrip. I ran over to see the student jammed up against the fence wire, not being able move and just being able to breath, but thank god, not hurt at all. This was his first force landing and only second landing in his ultralight. It is often said in the early days of ultralights, that ultralight pilots taught themselves to fly. Well mostly that's a furphy, as it was fellow pilots teaching each other to fly from their experience in their flying machines. Very few people went out to paddock and leant to fly their machine without any support or advice from other pilots. It was said here that some GA type pilots had more accidents in ultralights, which I think is true as they often would not take advice from ultralight pilots. Now jackc, my student was very lucky guy, I did asked him what lesson he had for pilots wanting to do this type of thing, he said listen to your instructor and always remember, "there are things you don't yet know, that you need to know and yet to lean. ". On that note, jackc, I will let you ponder whether you think your instructor has taught you all you need to know? If your answer is, I really don't know, don't take your plane flying.
  17. Honestly, I would prefer to hear about problems with an unbiased truthfulness. I am happy to hear if barrels are cracking as that's much better than the old days of pistons blowing apart with values coming apart. I would image somewhere along the way Gen 4 engines could have some teething problems. But I think the fundamental design of the Gen 4 is really good start. Barrels cracking are not a new thing to GA aero engines as shock cooling with glider tug work and or some types of flight training have all caused barrel problems in the past. What is a big problem, why aren't these Barrel failure being reported if they are happening. Turboplanner has made some inquiry to RAAus and it seems there is no incident reports about any of them. So if there is truth in all this, who is not putting the reports into RAAus on the Gen 4's, the owners or the L2's? I also made a phone call today, to someone involved with RAAus and they have not heard of any problems either.
  18. Thanks KG Wilson for telling us that it can be done to design an efficient aircraft cowl and ducting system that can keep a Jabiru cool for your Morgan. I do know of another home builder owner who has a Jabiru 2200 in his aircraft and he can also keep his engine so cool, that he has to reduce his cooling efficiency for the winter months. Facthunter, I am sure you can see why you would not get much response from Jabiru Aircraft owners or Gen 4 engines owners after reading this thread prior to the last 4 post. I agree with Jacmiles, Kyle if you really think you know something that is not bias bullsh...., then you should be able to point people in the right direction. Here is hoping for all who that want cheaper flying, we will see an Australian made aero engine that can rival other aero engine manufacturers around the world with their time in service. This engine is really a nice simple engine compared to the other modern designs of today. Cheers Jim188
  19. Oh Boy, I have read this thread from beginning to end and after 3 pages of verbal diarrhoea coming from some of our first Class Members, I am actually a shame, as to how my fellow pilots act on this forum. The topic was "Jabiru Gen 4" and the question, "Has anyone replaced their old Jab with the new Gen 4? Did it just fit right in with the old cooling ducts or are new ones required, is it really a direct swap? Are you happy with the performance, is there a noticeable difference in the operation? Thanks... " Recently we purchased a Jabiru with Gen 4 engine in it. We did own a Cessna for many years and in more recent times have been hiring both a Jabiru 230 and Cessna's 172 as required. So let’s put this engine thing in a little perspective, I have a friend who has had a number of sticky values over the years with a bend value in his Cessna. Rotax had issues with crankshaft breaking or ignition coils failing on one model of their engines. So nothing is perfect, but all we can hope as pilots, our aircraft engine manufacturers are always striving to overcome any issues they find with their engines. So let's get back to the Jabiru Gen 4, I don't exactly know when the first Gen 4. 3300 hit the flying market, but in my case our Gen 4 was installed by Jabiru in July 2017, it now has 60 hours on it. The previous owner lived on the coastal strip and over the 2 years did not fly as regularly as he liked. So I was told by a LAME, if this was an older Jabiru engine it would have most likely had a pretty good chance of at least one barrel that would have got some corrosion on it and that would have lead to it having cylinder compressions issues. But with the Gen 4 engines and new type barrels, it has compression tested as you would expect for a low time new aero engine, so it seems the internal barrel corrosion issue may have been resolved. Most of us have been given the drum about doing 80 knot cruise climbs, as Jabiru engines have little tolerance for being overheated as this overheating will cause de-torquing of the through bolts, heads and barrels. Further you can easily shock the barrels and heads if you don't allow the engine temps to normalise after starting and before you taxi and fly the aircraft. So how does my Gen 4 go with its temperatures on climb out, no comparison to the old Gen 2 or 3, the Gen 4 CHT and EGT run well within their limits all the time, even when pushing the climb and when on the ground on those very hot summer days. So if all else is equal, I am thinking the Gen 4 with its new heads and barrels being one unit, the barrels being very corrosion resistant and the CHT and EGT temperatures being well with in specs, this should all lead to a Jabiru engine that should be able to maintain it's cylinder compressions year on year without too much drama, here's hoping, I hope this is a help to someone. Regards JimJab
  20. Boy dmech, I can hear and see your frustration, but does not caps lock means you are yelling at me and why would this be? I am sure all of us who actually fly behind either a Jabiru or Crossbred Jabiru engine are all wanting the same thing, to keep flying our aircraft, do our maintenance, achieve the overhaul times and major service interval as specified and if this happens, happy days for all. I had the chance a while back to buy a very nice Jab 430 with Camit engine, it was nicely maintained, but for me, Camit was no longer an option, what would happen if 200-300 hours down the track the engine needed a top end, unfortunately nothing would have be straightforward with a Camit engine and most likely I would have to head back to Jabiru. VH-OFR that started this discussion, no longer has a Crossbred Jabiru Camit engine in it. It does not matters if you dislike Jabiru from your past experience with their engines. Camit has gone and the new Gen 4 Jabiru engine is here and VH-OFR has one in it. So how does it go temp wise, well all the temps are well within the spec's and room to move even in the middle of these very hot 30 plus days on climb out. I do have the habit when flying a Jabiru to naturally drop the nose for a cruise climb and cooling reason. But with the Gen 4 and it's 6 x EGT's , 6 x CHT's and oil temp, all are well within the temperatures range with much more room to move. I have tried an extended 75 knot climb with temps remaining stable and moving very little. This Jab 430 and it's Gen 4 engine (50 hours) is new to me, having only flown it for 10 hours so far. I don't not know much about metallurgy, but I think the Gen 4 is a good start with Jabiru having got these temperatures thing well under control. So here's hoping the Gen 4 engine proves to be that engine we are all looking for, just imagine a Jabiru engine that will do a 1000 hours without question, then you do the top end and it's right for another 1000 hours, happy days for all of us. I guess someone will want to bust this bubble and say that's not going to happen.
  21. As to the VH-OFR failed piston, it was of the type from other company that many Jabiru owners were turning too, because of the frustration they had from the poor time intervals, thus serviceability of the genuine Jabiru engine assembly. That all.
  22. Sorry, with that quote, I was taking the micky out of us Aussie males who think a $5.00 pair of magnifying glasses and can solved our eye sight problems, including me. Please think again and see an optometrist, I finally learnt and found the money was well spent and worth it.
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