Jump to content
  • Welcome to Recreational Flying!
    A compelling community experience for all aviators
    Intuitive, Social, Engaging...Registration is FREE.
    Register Log in

jetjr

Members
  • Content Count

    3,085
  • Joined

  • Last visited

  • Days Won

    11

jetjr last won the day on October 16 2018

jetjr had the most liked content!

Community Reputation

1,818 Excellent

About jetjr

  • Rank
    Well-known member

More Information

  • Aircraft
    J200
  • Location
    NSW
  • Country
    Australia

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Cost per hr, simple to own and fly is why smaller Jabiru so popular as trainers Likely straight after training you will want something different/faster/etc etc and sometime after then your probably beginning to understand costs and maze that is owning an aircraft. Use a rental for a start
  2. Additions to ULP is common practice and not illegal (I don't think) unless it undermines base specs. Each company has its own additive pack in addition to rinsing and stirring of tanks. A major difference between aviation and road users is ULP is now largely running through EFI engines that can easily handle such changes in SG and via ECU, control mixtures to prevent engine damage. Except a very few aircraft this is not the case in aviation. A 10% increase in fuel burn or decrease in performance wouldn't be noticed by many road users. As per document I added last post you will see the SG change and subsequent mixture change after just a few weeks from refinery Id have thought the age of fuel at a std regional servo would be well into this time window. If ULP isn't used quickly you can damage the engine. If its jetted and setup for it probably no issues. Ethanol can harm more than just the engine, Rotax may be OK but aircraft fuel system may not be up to it. The volume of fuel used for piston aviation fleet is miniscule so no the lead shouldn't concern many. Did anyone notice several brands in NSW have ethanol in their 95 now?
  3. Big call Skip Water is by far the most prevalent we see in vehicles and small engines fuel systems, they are buying from same bowser Contaminants like you've mentioned are pretty well captured in std paper filters too - not water. If you aren't using an Avgas bowser (which should have additional filtration and have samples taken regularly etc, then a water separating funnel is a must Does the element in these last forever? Not the document I was looking for but some info on ULP - remember these times would be ex fuel terminal https://www.bp.com/content/dam/bp-country/en_au/media/fuel-news/petrol-life-vehicle-tanks.pdf
  4. not if its a four year course and a three year electoral cycle
  5. expiry is the main problem with ULP, reckon theres a fact sheet somewhere on this problem Only lasts a very short time, Avgas maintains spec for much longer 98 is a problem using volatile additives which gas off, quickly,dropping it to below 95 very quickly Also I see plenty of 95 now has ethanol
  6. driving a repaired car home and flying a $100K aircraft over some of the remotest parts of Australia are quite different things
  7. On the elevator of a 120kt Jabiru it lasts many years, UV cracks it eventually The outdoor tape is clear
  8. Interested what the rare failure cost the owner? possibly similar to a rebuilt Jabiru engine.............(just stirring, for those who cant tell, as I expect Bruce was originally) Parts for a broken jab would have likely been nearby or overnight from QLD Nothing is perfect.
  9. whats the empty weight? Theres a mimimum useful load - not sure on the number, 100kg??
  10. Do some searching as 51kts at 680 may drop closer to 45 at 600kg? Demonstrated stall speed is declared by owner or builder in RAA in amateur built category, (would need some backing from manufacturer) You can also modify aircraft under RAA to lower stall if you can Will not be self maintained under new 601-750kg category AND 45kts stall still applies
  11. Yes you can not currently at MAUW 680kg, can look to reduce aircraft weight but theres regulations on minimum usable load. Stall speed is key limitation, must be under 45kts with flaps. Proposed regulations will fix weight issue but stall speed remains at this stage and you will still need LAME maintenance if in the heavier weight group
  12. I installed gap seals - glider mylar strip- on elevator on Jab in replacement of the adhesive tape used, looking for longer lasting gap seal. On first flight couldn't work out what howling noise was, a bit disturbing, then it went away Upon landing the mylar seals had flogged themselves to pieces Since went to clear outdoor tape with good results but adhesive is so good that paint will come off with it unless warmed up VG work well especially on underside of elevator
  13. How significant is the risk to others of recreational aircraft hitting them? has anyone not involved ever been hurt? would they have not been hurt if aircraft was 100kg heavier or traveliing 3kt faster? Risk assessment appears often based on what someone or public thinks might happen
  14. I have no problem, so long as those who need paper copies pay for it all, printing staff, postage etc Right now they don't.
  15. Yes that's right, I read it incorrectly $144K is the net cost to members for the magazine in both formats Still a lot of members money to subsidise a few
×
×
  • Create New...