jetjr

Anyone know much about these, Im looking at one for a 6cyl Jabiru

French Duc prop, NZ distributor, 6yr warranty? ~ $2800. They have some detailed data on forged Carbon fibre parts on the French site too.

DUC Propellers

JR

The last Jaba chat has a fair bit regarding engine failures and current state of development

http://www.jabiru.net.au/Jabachat/Jaba%20Chat%20December%202008.pdf

• Balance and refit to your aircraft.
   
   
  

 

How do you balance them? -

 

Was asked previously, best we got to was doing it on the hub, adding weight until it wouldnt rotate on its own anymore

 

I did it this way but ended up with ~30g on each wheel to get it right. Certainly helped with high speed shakes.

 

Has to be a better way

 

JR

I agree with the Single engine thing and GA A/C, BUT. we will have the same problems too in the next few years. We need to be ahead of the game with maintenance. L1 and L2 training is a good first step.

Also those wishing to go "back to what it was originally", If you dont move fwd you will die. Some of the regulations we all complain about werte and are coming if we like them or not, its a factor of growing insize and exposure.

Having RAA, there at least talking with CASA maybe will slow it down. If we make some smart but hard moves fwd now it may lessen the rules later on someone else forces on us.

Some of the new homebuilt kits have stalls below 45kts and can handle more weight (not 760kg though)

I thought this was additionally to bring C150's into RAA catagory - hence 760kg not 750kg

JR

Aero refullers in Albury set me up with four cards, Shell, BP, Mobil and thier own brand. One monthly account, mostly use Mobil and credit card though.

JR

Jabs will use heaps of oil if you keep topping it up too high on the dipstick. For mine the lower mark is "too high"

If rings are a bit worn - yes also in low hr engines - the leaking pressure inside sump can cause oil to go into cylinders and burn off, A fresh engine probably shouldnt do this, but plenty do. Aside from this it will dump into oil bottle, then all down the underside of fuse.

The lower level where it sits has to be determined carefully and oil added to suit. Then as someone said work on this ml/hr as a base for adding more, of course checking on stick.

As an example my 680hr 6 cyl will use up 150ml per hr if I keep putting it in, maybe more, and thats with very little in overflow bottle, If I stop putting it in it drops to very tip of dipstick and stays there, to keep it there takes maybe 50ml/hr.

If I fill to upper mark (did it once) oil goes everywhere and engine overheats badly.

I do 3 hr flights regularly, with oil just on the tip of the stick before start, add 150ml, its on the tip again by next start with just maybe 50ml in bottle every 25hrs. To me this says Im slightly over adding oil but not much.

First thing you will notice with low oil level is high oil temps for no reason, this will happen long before oil pressure drops.

JR

600kg yes, but max stall is 45 kts??

These changes will only mostly help new AC wont they? Older ones looking for more weight will be prevented by 45kts stall. Anything newish will be 600kg LSA anyway unless home built. J160, J200 and other older designs dont make it. It will help old Cubs etc.

Also wont this make LSA uneeded? Could read this as LSA AC just lost some value. ie I can buy a non LSA with no restrictions etc and have the still MTOW benefit.

Am I missing something?

JR

Re J230 600kg limit, this is for RA or GA in Factory built, has to be owner built to qualify for 700kg MTOW under GA.

The 544kg limit for these is not enough, to keep them this light means flying with small amounts of fuel or leaving possibly safety gear out - crazy stuff considering the AC can handle it fine with just a small increase in stall speed. J200/400 has 45kts stall @ 544kg, 48kts @ 700kg

I agree regarding the PPL experimental changes, but doesnt the RAA changes facilitate the same end result? Altering medical requirements for GA would be a tough road.

Re the self maintenence issue, arent we going to have the same issues with old AC and maintenence soon? Some RA AC are getting older too, and it could be argued not as robust as GA types originally, so wont we have similar issues as C150's in the oncoming years? Might not be a strong arguement "that our AC are OK under self maintain 'cause they are newer".

Im not a real fan of bringing these into RA as many will end up there BECAUSE of the reduced maint requirements - exactly the ones we dont need.

JR

Does anyone have contact details for Revoloution of the Qld distributor?

JR

Not sure on cost yet but new Dynon Skyview sounds very similar to Voyager

Also has Autopilot, GPS, pilot view and top down terrain and other stuff too can display all on one and set the thing how you want. Some brief info onthier website.

Voyager sounds nice too, both seem to be on the same track

Certainly adds to awareness and safety having controlable alarms and more info availiable in a concise way

JR

yeah, and they offer pedal extensions and extra seat cushions too, must be a lot of short pilots out there

How about pedals which move fwd to use legroom availiable? Mine are spaced 50mm from the firewall on full detent.

JR

I have Dynon D180 in J200, small panel

It has Autopilot built in! Fitting servos currently

Dynon has a new range out shortly which look better, very flexible setup, able to add equipment as budget allows

Idiot lights are hooked to separate senders and still work if Dynon ever dies

I would use Garmin or other radio and transponder if I did it again

Watch the large panel for knee room if you are tall - I dont fit with them.

JR

Apparantly the mechanisim near the tail can get dirty. Remove the cover and have a look, be aware this cover may be full of lead shot stuck there for W&B

Mine needs cleaning, its on the list.

JR

Its quite easy to flex or bend throttle stops by applying too much force

JR

Watch out for the issue where headset plug is "too long" and needs washer to space out from female plugs - stuck washer on with silastic and then heat shrink

Wont recieve reliably without it. Not the case with all headsets though

JR

You mentioned J400 and extended flare, this is usually due to exess speed and seems to come up regularly with those coming from heavier AC.

Also I think Jabs must be "positively" landed, by that I mean dont land and let excess speed run off with wheels on ground, land slow as you can, this helps stop the second much harder landing or uncontrolled sideways action from wind etc

Theres a certain speed there where control surfaces are doughey but on the ground wheels too sensitive not tracking too well- get either side of this speed quickly - take off or land.

Therefore the more abrupt flare of HL seems to work well. Use power if needed to make up for location, wind, circut size etc, but use it to get into position for a normal (non powered) touchdown.

When I was learning (and having trouble) I actually found Nil flap landings better as AC has less of a float, was faster but more positive. Learnt to handle flare Ok by this. Other tip was to look a long way ahead, improves perception somehow.

HL, is often the approach in Recreational training perhaps due to the fact we seem to more aware that the engines to stop sometimes, moreso than GA. It does give good skils in landing without power as emergency landing is similar, and you become better at managing height vs sink.

I agree with Bruces comment that you should be OK land from anywhere in the circut, if the engine stops, in a LL approach mid final, you will be short and in the weeds.

JR

Your right, full back trim is about where the load is taken off - it isnt full back on the stick

Jabiru trim is just a spring setup on the elevator so pretty easy to overcome, even if you did apply full power not much untoward happens, you just fly it like normal and when you can adjust trim

Why using trim on descent? same reason you do other times and in this case it sets up near perfect base and final approaches (assuming circuts are the suitable size) Can just give a bit of power if too short, second stage if too long

JR

I always have phone on and use it a bit, never had trouble, BUT D180 compass seems to drift a bit (better than the original compass Jab installed though)

JR

No, but isnt the audio input designed for MP3 etc?

In which case higher signal from GPS might be too much. Ive found the Alerts from 296 a bit random too, usually alerts arrival, decent etc etc, but not for every location.

Also I can hear the alerts over the engine and with headsets on!!

JR

I recently had problems with a vertex and D Clarks (with ANR kit) - may not be relevant, but one of the headset plugs was going into adapter too far, had to space with a washer to get good contact.

Also ANR picks up bad feedback from handheld through headset leads, need 2 x ferrites on the headset to solve

JR

Yep, I can, turn base (at cct height) throttle off, trim right back, turn final, flap out 1 stage and it will pretty much glide in. Do have to keep an eye on airspeed but rarely a problem till very close to the strip. Usual problem in J200/400 is trying to slow down enough to put out flaps, pulling trim right back early solves this mostly. Ive never been close to stall with this approach, more often pushing too fast for flaps, smaller wing might have something to do with it compared to J230.

I do find that now I release the trim a fair bit late final, just so I can "feel" things a bit better, but still holding back.

On take off get the nose up as soon as you can, it wont fly until its ready. I have to have trim slightly fwd or it will tend to climb too fast on take off - helps on hot days to to climb with a bit more speed too.

I was taught with landing, ideally the stick should be fully back and held by the time nosewheel comes down, it really has stopped flying by that point, you are going much slower and still decellerating. (older J200's had really weak brakes too)

When you drop the nose too early, you are still at "nearly flying" speed and thats when a gust will really hurt, get flaps up too as soon as nose is down.

JR

CO detector - small electric

These have arrived, look good, very small, and have flashing red light and screen which can calculate exposure and alarm - ie not just alarm at a high level but low level for a long time also

Auto run for 12 hr then shuts off

$160 Aud delivered, I have a few left

JR

Once little things are fixed they are great but on a factory build this stuff should be better but would cost more

Somehow mine makes rain - 10mm rainfall makes 20mm on the floor - magic? Ill get the gutters one day.

Following service bulletin I removed the baffles between the cylinders and fitted the two tabs under the rear of the cowl -temps went crazy hot, put baffles back, no improvement, removed tabs and its back to where it was - just gets hot on hot days. Clearly theres very sensitive adjustments here and they arent all the same.

Now I have new oil cooler and lower cowl insert, see how it goes this summer, certainly cooler now - had to block off part of cooler to get 70 deg in flight.

JR

There was one for sale in YNRM - call Baz 0427464197

Not his but he knows the guy - long shot though