jetjr

J200

Not that exciting but best Ive got

[ATTACH]7189.vB[/ATTACH]

JR

Theres some new service directives regarding main gear bolts, fuel line routing and adjustable pedals

See Jab website

JR

J200 sect 2.7.3

"maximum air temperature for operations, 40 deg C for maximum takeoff @ gross weight"

That is 544kg

J400 (identical Aircraft w/4 seats and VH reg) sect 2.7.3

"maximun air temperature for operations, 40 deg C for maximum takeoff @ gross weight"

That is 700kg

From this info seems the RAA rego and Raa pilots fail at 40 deg, not the aircraft

Seriously though when its 40 deg

1. Engine temps can go up but its manageable

2. Its rough and turbulent

3. Gliders love these conditions and are all up flying

Three good reasons to stay on the ground

JR

Talking to Subaru today, Dept of ??? commissioned a report into premature engine failures, independant company concluded use of ethanol mitures significantly contributed to the failures

Ties to deposits on pistons and rings

Subaru dealers should all have the report

JR

There was an issue where fuel pump bolts were too long and bottomed out, leaving gasket loose and leaking

Make sure bolts are the correct length

JR

I have a J200 with around 200+hrs on this and an old 55

I too had a bush experience but after alot of afterthought it was largely my fault

Too fast, slight x cross wind, didnt hold off the nose wheel enough. And it happens VERY quickly

Ive learnt to treat the front wheel like its made of glass, get it off the ground as early as possible, and work as hard as you can to hold it off when landing

Im sure the rounded fr tyre would help, but most of my issues were from landing too fast.

Also found if you are even a little too fast the landings arent positive, ie aircraft will try to fly again. this leaves very little weight on the gear and makes it very tricky as the rudder isnt much help as these speeds either, then when it does come down your front wheel is crossed up

Theres a certain speed where it all works against you I reckon.

I landed with just a single stage of flap for a while which I reckon helps to reduce the problem until you get a bit better. Its a lot quicker speed but more positive sink and less floating. Also make sure you are looking a long way down the strip, not at the ground in front, looking too close stuffs up final few seconds ofyour judgement

Just my opionion remember, not a training tip, talk to your instructor. Im also in a different but similar AC

JR

Brent - my J200 has original taper needle (new economy kit still in the shed) and it uses 24 lph @ 2800rpm???

You can tell its lean on take off - gets high CHT and EGT but OK after this

JR

As Brent said

Do oils and filter every 25 hrs, Ive taken a liking to 15W50.

Elect Fuel pump should make no difference to TBO and as Brent said how do you know mech pump is OK?

Tappets are quick and easy i check them every 50hrs

Same for a leakdown test, maybe 100hrs if Im busy - this will tell you alot about engine condition and potential problems

Also new plugs at 100hr

Maintenemce items really arent very expensive, especially on a 4 cyl, why skimp

JR

im 188cm, and have no trouble in a J200, thick headset sometimes bumps side, but no problem.

Had same issue in a Cherokee 6 and a Comanche though

The issue with the panels is a big one, I can get legs under a "large panel" 230

Ive got the original small panel with glass instruments

JR

No. J230 is LSA which is set at 600kg. I doubt they can be increased without full recertification

Right now J400 and J430 are rated to 700kg BUT do not stall below 45kts,

They stall at 48kts full from memory.

J200 aircraft is identical to J400 except to meet RA rules is held back to 544kg for stall speed. Longer wing became J230 and move up to 600kg

Doesnt mater what the max weight is increased to the AC must still meet this stall speed at MTOW

Ive suggested if the stall speed was increased slightly would make RA safer and more flexible with the AC already availiable

JR

Im thinking about upgrading to a VH 4 seat J400/430. I have a RA J200 now.

What are the rules regarding purchasing an existing experimental and maintenence seeing as I wont have built the AC?

How much does it cost to keep a VH reg Jab running (over an RAA reg one)?

JR

I agree, with my J200, anything above the bottom level is blown out and if over half way high causes hot oil temps

They even released a new dipstick (with the wiggle in it) with very precise measurements for installation and the marks are in the same place - still my level must be just on the bottom mark or I have trouble

If I kept filling up to middle of top mark, I would go through about what you are using

Is there oil on the belly of the fuse? Oil overflow doesnt seem to ever fill up, gets to 1/3 then blows the rest under the AC

JR

A few guys have played with three blades and largely gone back to 2

Cant use metal as they are too heavy, there are some 3 blade carbon fibre.

New wooden Sensinich?? from Jab seem to be the latest approach @ $1200 they had better be good

JR

Yep theres a guy in Vic, I just cant find his contact details, uses 2 levers

JR

Theres been a few posts regarding the way to align main wheels

Anyone have a document of measurements used?

I didnt build mine so dont know whats there?

Is the AC lifted or is it done with weight on the struts?

JR

$AUD has made it harder but Dynon AP is $750 add on to any D10, D100 or D180

Servos are availiable now, software sometime in Nov (free)

See Dynon website for info

JR

Dynon D100/180 with AP?

Trutrak screen and AP?

Dynon have brought the price down to a point where a leveller is very attractive

JR

No goo, I replaced tyres, tubes, brakes, calipers, pads just after I bought it

I feel sure that correct bolts are fitted,

By new spats you mean the type fitted to 230's, the one piece ones.

Mine are still the fully enclosed 2 piece versions, they were off the plane for a long time before I refitted them.

JR

I have a J200.

Ive been having trouble with RHS wheel spat continuously breaking, cracking.

Thought it was just crook landings basically my fault

Recently though inspected brakes and repaired spat again!!!!. I was also checking for loose wheel on the stub, and was planning on fitting shims but its tight as it can get.

Sometimes when taxiing theres a clunk noise but nothing I can find, gear leg bolts are tight, as are wheel stub bolts, wheel spins fairly freely, brakes new and look and work OK

Then I noticed if I held the aircraft down a bit too long on take off or landed fast there was a fairly violent shimmy from that side of the AC

Seems to be just when weight leaves the gear or when I just touch down, ie gear is drooped

How do I align them? Any other ideas as to what may be wrong?

Cheers

JR

Glider do some strange stuff, here we get alot of overseas guys, radio use is really poor as are respect for the rules.

Late one Friday, I am approaching, make calls 15M out etc etc - Nil response, overfly strip, see glider eqt out so I pucker up a bit and look out, call joining CW 11, call DW 11, call base 11, get a reply, glider XYZ joning base 11, he was actually on the dead side of the circut, and nearly joined in front of me, I emergency climbed and got out of there, glider control person on the ground apologized.

They also will land without radio calls BESIDE you whilst you are landing on the grass strip and roll past- scary stuff

Their hanger manners are also appaling, regularly put 2 gliders accross the door of the hanger parking maybe 10 or 12 AC in

Season starts again here soom ARHHHHH

JR

Anyone got photos on how they mounted AP servos?

JR

Did they wait for the $AUD to crash?

Anyway Dynon are shipping servos and kits (nothing for Jabs)

Software wont be availiable till Nov

$750 each servo, works with all Dynon EFISes

JR

I fly a 200 accross NSW E to W every other week, Mildura to Narromine. Afternoons in summer regularly have to go up to avoid turbulance. Sometimes to no advantage

Friday arvos it can get rough but not that much worse than I remember flying in GA AC in the same conditions.?

JR

A few have mentioned the problems faced with a J200 MTOW (230 has the same issues except it under LSA has 600kg MTOW) Just thought Id run through it.

The airframe is certified to 700kg MTOW, under RAA it is restricted to 544kg

Aircraft - 340kg, fuel 100kg, say 15kg for oil, water, tools, 1st aid, etc etc

That leaves just 89 kg for 2 pax?

This is to maintain 45kts stall, at FULL load (700kg) stall is 48kts - 3 kts!!

To satisfy this condition We have to skimp on fuel, water, oils, EPIRB, first aid kit?

Common sense should rule here

If the Stall is raised slightly then theres an aircraft already with us which can be greatly utilized more safely.

JR

Why are C150's still a reliable aircraft - beacause they are under VH maintenece restrictions, and owners pay through the nose to keep them flying

Ive got a real concern that when taken back to self maintained there maybe a serious increase in mechanical issues

A good friend of mine has a really nice C150, and it costs a fortune to keep ready for flight, its simply old, they required significant servicing when new let alone as they age.

I have a J200 and fly much more than him but I pay interest not running costs.

JR