jetjr

the reports are written largely by the pilots concerned

Will be the sender as pictured I had one flicker and show falling pressure in cruise, ew sender all good Orifice is to level out pressure pulses which Jabiru has heaps of In the second port I have a normal low pressure switch and light on panel, gives comfort if gauge playing up

I ran both on same engine and airframe and 2 blade better at everything Could argue three blade gave more climb performance but im sure 2 blade could be pitched to match if that was the way you wanted performance - i did not

You can still get a Sarnote (similar to reporting) and weather on request over the phone We ve all got epirbs so 2 min reporting less necessary

Some discussion elsewhere that noise will be the key hold up Some experimental electric helicopters have similar noise profile as piston/turbine equivalent Cities and residents wont swallow this with current models, why would they accept if from Uner?

Reckon Skip you might be commenting on something you know little about Without Jabirus low upfront cost many would own their own aircraft and as Nev and I have both said in many airframes there isnt a direct option to compare. Also not sure about the 500 hr engine exchange youre and others are talking about? Plenty go to tbo with some repairs along the way. Reckn interest on the $25 k could pay for much of repairs and top end work if required Jabiru offer attractive exchange programs and plenty are self maintained Lots of FTO’s run Jabiru aircraft as they have certified and lsa versions and cost effective to own and run. Highly popular airframe and tough. More than just engine to consider

Not sure what the numbers are about if just made up? New jabiru is well under $20k and around $10 for a rebuild, many done for less Plenty of RA aircraft take many years to reach 500 hrs

So who should pay for your training, ....the government? As has been discused at length, Raa has exemptions from LME maint due to reduced risk and restrictions on operations The whole point of training such as this IS to level out basic knowledge and understanding of what responsibilities, restrictions and exemptions are.

These new release of info just allows airports (councils mostly) who DONT charge fees currently , to begin. Avdata make it a free kick for them. Id reckon a large portion of RAA operates off airfields without fees

Enquire at your regional Toyota dealership as to who they use for engine problems, visit there and youll see plenty of them. Under warranty and BIG replacements underway Not restricted to Toyota either Its not a diesel issue but increased complexity to meet emissions compliance yet keep costs down and cost complexity of repair increases. Sadly emissions regulations will kill modern diesels in light vehicles, advantages of diesels being whittled away. Heavy industry has little choice but to accept increased cost and downtime risk. Plenty still running old tech gear or have exemptions.

the 912 is an exceptionally good engine, far from infallible though, despite what some believe. Not all Rotax are at this same level of reliability or performance They happen to be very expensive Not everyone can afford or want one and in plenty of situations like larger Jabirus there isn't a cost competitive Rotax offering Why do threads on Jabiru operations often end up with someone seeking reinforcement that Rotax 912 is a better engine?

I also did the most recent L1 course, and although been maintaining for 500hrs plus, found it useful and open enough to share experiences of different types and methods. Remember an L1 authority allows self maintenance on ALL aircraft not just the one you know or built. Course exposed me to fabric repair, other braking systems, taildraggers, IO engines and other things I would have never dealt with otherwise - BUT technically had the rights to service and repair if required If nothing else, it provided reality check on self abilities and the need to NOT repair something you don't understand or get help. If you reckon any std CFI is up to this level of training think again. Goes well beyond daily checks. More people no longer maintain cars and less frequently see problems so assuming they can look after an aircraft properly or know what a healthy engine sounds like is unrealistic. For many it would be the first carb fed engine they have ever started. Yes a bit of it is about responsibilities and the required paperwork but rest was practical and hands on. Nice book on it all too. The current situation with the online course being adequate is temporary until many more courses have been done and framework out there to conduct training. In time, to maintain your own aircraft you will need BOTH online and practical courses. Likely also to need currency or upskilling records too. As per many other competency based training. There was apparently promised, to CASA, in writing, from a way former RAA chief that RAA would conduct practical training to keep the LAME maintenance exemption going. It hadn't been doing any seriously, no records (and no one knew about it) so pressure is there to do it.

They get most of it, but for councils its free money they didn't get prior, Avdata will no doubt arrange and advise councils how to set it all up.

Possibly do some further reading on 98 fuel, it has light aromatics to give it the extra rating and these evaporate quickly and yes it can end up lower than 98- theres info on RAA website indicating very short life Also these aromatics can pass through some rubber hoses.

Under both old and new structure, very few nominate and stuff all vote. Plenty complain though. Board members probably do represent those limited number who vote

Jabiru and others all use the std oil available and when the engine is used as they expect no problem They expect regular usage to keep bores clean and rust free. Have a look at the inhibiting proceedure for stand down periods over xxx weeks Reality is many raa aircraft sit around far more than this uninhibited and Moreys and Camgard are an effort to fight bore corrosion (and cam etc) which is a huge underlying problem in Jabiru engines CAE developed a fitted inhibiting system they saw the issue as significant

Cant be any further apart, length of the fuse, also tried several orientations, same deal Turbine meters are easily upset and they can be restrictive too Very common to hear people comment electric pump increases fuel use

facet style pumps running, messes with fuel flow meters, the pulses make them give false readings, often high They cant make an engine use more fuel, unless somethings wrong with carb. Jabiru need electric pump on because the std setup CANNOT deliver 1.5 x max fuel flow to the mechanical pump without electric one running

Dynon and other can have real flow through flow meter, impeller, and fuel pressure too, not all equipped as flow sensor costly. It is technically quite hard to get sensors read the low pressures used in carb engines, often around 1-3 psi, variation is sometimes more than the desired reading

RA has restrictions and exemptions due to these managing risk Low weight and slow stall speed means less inertia, smaller crash Less PAX therefore less risk of passengers injured, No CTA (for std RAA pilot and aircraft), less change of "non participants" getting hit VFR only, same deal Self medical, as above. Self maintinence, as risks of problems are less due to above limitations As RAA plays with these limitations, its likely they wont be available to aircraft and pilots not operating under the limitations, Hopefully wont be removed from all.

Electric pump used at critical phases of flight, ie where a engine stoppage may result in unrecoverable accident. Like take off and a possible go around Its also where fuel flow is maximum and gravity flow may not be able to keep up. Not many Jabirus can achieve 1.5x max fuel without the electric pump on so it is required at all critical phases An interesting question is how do you know the electric pump is delivering working properly before you need it?

the certification argument has been Rods excuse for some years, in reality theres only one (very old) Jabiru engine that is "certified", all the rest are ASTM at best and even if it had EFI fitted its up to Jabiru to back its operation or not. Was always the excuse that it brings in failure modes and makes engine reliant on electrical system. SDS have a setup which works well and some here have carb retained as in flight redundancy - works great Im told. No individual injector trim for 6 cyl unless you get dual ECU which makes it pretty expensive. Several flying well here and fuel savings alone see it stack up over pretty short time. South Africans had a really nice EFI setup and sold some but AU put a stop to it. Jabiru have a tendancy to promote and approve only things they own or have developed in house. An understandable business model but restricts development to their own capabilities and opinions.

Only ones defending this are RAA and that's what they believe, I think it stinks I was told when renewals done we confirm details and sign the new privacy clause on it, most wouldn't know it was there or changed Its been discussed here previously.

Its been on membership renewal forms since last September

reads OK but considering their strong opposition to EFI over years its surprising to see them present a microprocessor controlled unit Fail safe back to std carb is what many EFI systems use too.