jetjr

Be careful, as the legs are kind of elastic, they are sensitive to toe adjustments. One of mine was set at almost zero and at certain speeds would occilate until weight came on. Pretty violent shudder just on landing. Also I think the toe changes as the leg takes weight of aircraft

Probably Its quite expensive and not much to it Can bu the valve from manufacturer and rest is small hose fittings On the Yahoo groups Jab Camit engines site theres diagrams

I think length for a fully loaded AT 802 is 1200?? Thats what fire guys look for. Way overkill for RA but if your grooming and fencing, the extra length doesnt need to be perfctly maintained, you should try to get rain to run off

Look at sds website, theres aJabiru section with pics They supply weld on bosses which take auto injector

Just ring them up, response time of a few minutes

Yes looks good, havent heard a bad report yet 4 cyl have individual injector trim which is awesome 6 cyl need extra ecu to get this feature from SDS.........$$$ Someone in RSA was working with Aus company for efi, think its been delayed by other Jabiru engine problems

They are a one time fitment, or at least factory job Hot and cold, accurately screwed together for life Whilst having some advantages it looses the nice servicability of the old system. Id expect more expensive fixes to simple problems. It means any head or valve problem means removing throughbolts and cylinder and all the work this requires Let alone potential problems with case tension

Yeah but they are still two bits, head is screwed onto barrel which is why they can get away with 4 head bolts

Where was crackng? Cylinder or head?

If you were talking about auto engine makers and auto engine oils id have no disagreement We are talking Jabiru and aero oils Theres essentially just three grades of oil, one was recommended then after problems taken from manuals, other is clearly branded “not for use in Jabiru engines” How could oil makers alter formulation without expensive testing and i assume certification or acceptance from old aero engine makers? As far as recieving user info and reviewing specs.........we are discussing Rod and Jabiru here. In their defence they have been focussing on other issues for some years now and hopefully making progress.

Camgard seems to have some engine manufacturer support and the guy was connected to large aero engine busines in US. Possibly Wouldnt know what a Jabiru was and certainly wouldnt want discuss auto oil usage in an aircraft. As we arent talking about heavy diesel engines either, but light air cooled aero engine, many doing sub 100 hrs per year, this could change the benefits of an additive. The claim that engine makers know best really is similar to claims that additives are no good. They cant know how engine is used and how often. Clogged rings and rusty bores is a big killer of jabiru engines. Aero engine oils (and engines) are products from very old technology, I would hope additive tecnology would have moved along since W100 was formulated. He did make the point that Lyco and Conti oil change intervals were too long at 50 hrs, Jab say 25 and id be surprised if much work was done tailoring oil selection to the engine. Especially considering a choice of one or two grades named as ok for aero engine usage. Id be keen to see what results are in Jabirus as there are plenty using Camgaurd on other makes. Some prettty capable L2 runnng other aero oil types with great results too.

Are you sure about that? My understanding is it is after pump and before oil goes into lube circuit PRV dumps excess back to sump and toca opens oil cooler into circuit Oil pressure sender is at the outlet of PRV ......why it doesnt move much and honestly doesnt tell too much about whats going on in the engine until temps allow it to flow properly. The lower port below it is apparantly the end of engine oil circuit, much more useful place but numbers are a bit of a worry when hot. If my info is correct then the toca see’s oil from sump temps, maybe a bit warmer as it goes through pump and block to filter. The numbers above are from my experience in using both spec toca waxstats, the rated temp is a bit above where they regulate, maybe cracked open is all it takes. I sure dont see anything above 96 even 38deg hard climbs Actually a shame they dont make another step higher.

The CAE toca runs around 75- 78 deg oil temps Unless theres a measurement location discrepency, thats too low You can buy a 88 deg unit for the toca but that sees 80-85 deg in the sump This maybe says that temp monitoring location is a bit cooler than elsewhere. As with cht being measured on one cyl, this may mean those seeing 100 deg oil temps infact have much higher elsewhere in the circuit In hydraulic lifter engines, temp and pressure variation has to have efects on lifters operation

I think theres old Bolly props and the new ones, different people running the show. There is a long history of problems with composite props on 2200, Jab latest is glass and seems to work well Plenty of 3300 with carbon types out there with few problems Ive heard of other than the one that Jab says was onstalled incorrecly

Or seeking damages to third party property like the airfield runway, or trying to prove aircraft being flown outside declared use on insurance policy, or trying to prove death njury cause was excluded from life or TPD or income protection policy Unusual for you to not be supporting the seriousness of liability problems and need for more regulation and compliance?

And thats the kick in the nuts, even if the person hurt or worse is well aware of the risks, the person responsible for the event - and they will find one - will be hounded by insurance companies legal team whose aim is avoiding a payout. Could even be your superfund or bank. The original pilot and their responsible view has little to do with it

All simple until something goes wrong and your arguing with someones insurance company not the reasonable crowd or the pilot Also Id suggest talking to council, who owns most airfields mentioned, what their take on it is. Reckon at least they would have issues camping air side Why not hold something in the days before or after larger airshow.....like AirVenture? Disgruntled people can symbolically boycott the big event......bet they dont.

Arent we crossing engines stories here, the reliability of general auto engines and heavy vehicle diesels isnt what we are looking at. BUT I did have some short time with Toyota engine developers who clearly stated Australian duties were the toughest they had encountered worldwide. Their severe test regimes involved not exceeding 60kmh off any sealed roads....... We are interested in a very small group of auto engines built lightly enough to be applicable to aviation and we see here even some of those are significantly too heavy The "added lightness" is the killer to reliability. This extra weight is especially a problem in aircraft segments with restrictive weight limits. Another good reason for increased MTOW

I did but only the toughest were out there in the rain to talk to!

Maybe it says a fair bit about aviation and where interested people are. I reckon you're right that many will grow tired and buys a sports car but unlikely the same people are looking at buying a ultralight. possibly wont bother getting deposits back. Other high dollar slick models seem to sell well too. He did discuss problems and reasons behind engine choices in recent open Q and A videos Im learning a bit just watching how its made.

Maybe the fence should be viewed differently, that theres a significant number of show attendees, including those flying in, too miserable to pay for the entrance fee that necessitated a fence? Also it isnt an RAA event, they are one of a group supporting the event, I think others were larger contributors, and a good structure to prevent risk was arranged. There are no profits, all money returns to those who backed it. At best they "loose a little less" The current organiser, some seem intent of flogging, is charging less than half what the previous airshow organiser did AND cannot keep any profit. Photos may be scarce due to wet weather for two of the three days

maybe cheaper? Fly ins are great and the successful ones outlined appear to be a good thing......so why run this event down and wish for something different? If you have what you want , just enjoy it. A waiver wont count for anything if someone's remaining family decide to sue. Airfield owners and organisers were highly exposed and thats their choice. Airventure is a different thing. I was aware at last event debrief someone, I think CASA or the council, had big issue that separation of PUBLIC and running aircraft was not handled well enough. I was a paying visitor and had no problem accessing all parked aircraft. Warbirds werent there friday though

Most ive heard was good stories about the event. It is what the attendees make it. Seems on here some who didnt go have issues with a fence that had to be there Organise your own event without insurance and fences and see how you go. Id be fairly sure RAA or any other organisation wont back it due to liability They actually didnt arrange or run this one either, but were involved whilst being somewhar protected from liability

Had to pass through a gate where I assume you were to be assesed as having the skills to be there and avoid moving propellers

Its not run by RAA or SAAA They are backers and beneficiaries along with others If the event makes or looses money it goes back to them Airventure is a company which cany profit running it I believe the organiser doest it largely for free Previous events paid organisers over twice as much