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Alan

First Class Member
  • Content Count

    83
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About Alan

  • Rank
    Well-known member
  • Birthday 23/11/1952

Information

  • Aircraft
    Jabiru 230
  • Location
    Innisfail FNQ
  • Country
    Australia
  1. That may not be a silly question. But are window films polarised? and then again are there variation in the line resolution of the polarizing and does this matter?. But thank you a good point; It has promted me to think, I have several redundant LCDs, I'll strip the polarising layer off these and test various films
  2. My Dynon 10 A has been in service since 2006, so I can't really complain. However, the LCD screen has slowly deteriorated to a point requiring investigation. The polarizing layer on the LCD has started to fail via delamination. The instrument is still clearly readable, but this deterioration is no doubt on going. This is not a uncommon LCD failure mode, no doubt promoted by a hot hangar environment. Sending this back to Dynon USA for repair may take several months under current freight restrictions and I have not even enquired about the cost of this. It has been reinstalled to fill th
  3. Out of curiosity and because I had access to the tools when I first got my Jabiru I did some oil analysis work. ( I agree it is of very little value in comparison with the filter cut). In addition to routine spectro oil analysis, I used Ferrography (extraction and classification of wear particles up to about 150µm) to look at the oil during running in [i can probably dig out the photographs of the wear particles from the lab archives if any body is interested]. By heat treating (330°C for 90 sec) the particles once deposited on the glass slides, it is possible to differentiate the high grad
  4. Probably been dicussed before, if so sorry. Does laser/plasma cutting of alloy sheet leave any residual stress due to the heat gradient, especially with regard to pre-drilling for the rivet holes? Regards Alan
  5. My 296 screen faded out and I was unable to source a replacement screen or repair service. So I replaced it with a Aera 660. Visually it is brilliant, has all the whistles and knobs you could wish for as a package and it was easy to mod the 296 mount to take the 660. However, because I used Ozrunways a lot during the fade out, it has become my secondary device and sits most of the time just showing the synthetic 3D vision window. So far I have not found out how to upload plans from a PC to the 660, nor can I download recorded tracks like I used to with the 296. So still a lot to lea
  6. Interesting. I can find no mention of a mandatory L1 practical course on the RAA website. Regards Alan
  7. It looks like I am going to have to switch to using Mogas 95 in my Jab 230c as it is getting hard to conveniently access Avgas and I would rather operate on one or the other and not mix them. Any tips for using Mogas? Anything to watch for apart from using a busy servo to ensure fresh fuel, being aware of vapour lock risk etc. The Jabiru recommendation of not leaving Mogas in the tanks for longer than two weeks means more arduous use of the drain valves beyond checking for water. How do others that use Mogas drain out the unused fuel ie. is there a standard drain hose fitting for the
  8. Thanks for your help. I had assumed a mounting clip swap would be needed as will the BNC for the remote antenna. I was surprised that Jab fitted a remote GPS antenna; with composites I would have thought it unnecessary. Regards Alan
  9. The Garmin 296 GPS in my 10 year old Jab 230 has developed a white flare area in the middle of the LCD. The 296 is no longer available and replacement LCDs do not appear to be available either. I have an Ipad GPS etc. which I use with a kneepad, but would like to fill the gap in the panel. So I need a replacement GPS, preferably able to fit in the panel where the 296 used to reside. Perhaps somebody else has had this problem. Any suggestions/experience etc? Regards Alan
  10. Rather than just mentioning the TC-3 temperature spread, I really should have qualified that. EGTS vary with operating condition, but are all well within limts. During climb No 4 CHT is always 20°C above the next nearest; if I climb at 80 Knots to 1000ft after take off it would go to above 180°C, climb at 90 Knots and No 4 CHT reaches 170°C. In the circuit or in the cruise CHT are varied but well within limits, but No 4 CHT still leads. The original Jabiru CHT guage (ring under No 6 Sparkplug) always stays well in the green. The CHT sensors are fitted in between the spark plugs
  11. I have one in my J230 and the instrument is excellent, the reading spread a little less so.
  12. I am not happy with tone and attitude of some contributors to this site. However, they have achieved what they set out to do and ultimately, I feel it will be to my safety advantage to be able to choose to modify out some of the fragilities of my Jab engine . Out of the six Jabiru powered aircraft operating here, and they are all actively used and I have never heard of any engine problems - but that is irrelevant as in the big picture it is too small a sample. I work in reliability and would not be happy using rumour, inuendo and some of very poorly qualified statistics that has been pe
  13. I find that if I go below 20 l/hr in cruise my EGTs rise, the lower the flow the worse it gets. I generally set to a min of 21 l/hr unless turbulence requires a lower airspeed - then closely monitor the EGTs. Alan
  14. Not sure I would be happy "doing mustering work at 65knots" in my J230! Low revs = lean mixture and burnt or weakened valves. Always operate 2850+rpm for cool if not even EGTs. I concurr Franks comments re fuel burn/speed with J230. Alan
  15. In addition to cutting the filter open as recommended, I have done "Ferrography" on my used oil (magnetically extracting the ferrous wear particles to a microscope slide and examining the wear particles under a microscope. I find "Filter Patch" can be blinded by carbon and dirt) and SOA at each oil change. I know this is a totally "over the top" approach, but I have easy access to oil analysis facilities. Nothing really abnormal ever found, but interestingly the amount of corrosion (barrels?) found in the oil, if only in minor amounts, reflects pretty much the usage and climate of FNQ. T
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