anjum_jabiru

I have ordered an inline volume control cable. I will use it at near minimum volume with my audio recorder, and see if it does the trick 😉

Just to clarify, you attach the recorder through line in - to your splitter from the audio jack in the intercom, and not directly into your headset. Is this correct? And if that's the case, the magic lies in your recorder and setting the input volume to the minimum with no AGC. Thank you so much. You have been so helpful!

Hi, I had a look at your video. Your audio is crystal clear.  Please could you let me know,  what set up do you use for your audio? Thanks:)

You have any video footage on YouTube that I can watch?

I was thinking of getting DJI Osmo 6s action cam at some point.

I am currently using a cheap action cam, Qpix. But what I realised was that the quality of most action cams or dash cams is not very good. I am therefore planning to use my old Samsung S5 for the video, with line in audio as well on the S5, or a separate audio recording with an audio  recorder, which I can then sync with my video.

I was planning to do something similar with my old S5, if everything else failed. I use Autoboy app on the phone as it records for > an hour. I was wondering what app do you use, so that it does not stop recording every half an hour. Also, I believe it will consume a lot of battery  about 1 % per min, in 720p with screen backlight off.

57 minutes ago, Jabiru7252 said:

I made my own 'splitter' and feed the audio into a cheap digital recorder. I then use a video editor (Sony Vegas 12) and very carefully align the audio to match the video. With some practice it's fairly easy and produces good results. The 'splitter' is nothing more than two resistors in series (10K and 1K) wired across the headphone plug with the audio to the recorder taken across the 1K resistor. No buzz, noise etc.

The problem is with getting a clear audio. My current set up is giving a lot of static which I find hard to eliminate using audacity. I am planning to use my phone audio recording with a TRRS splitter / adapter to see if I can get a better quality recording. I have tried using a ground loop isolator, but results were still disappointing while recording audio from the radio. Another option is to try using a dedicated audio recorder with a line-in facility rather than just a mic option, to see if it gives me any better results.

8 hours ago, Roscoe said:

Invest in a Lightspeed Zulu3 Headset which connects to a phone app called Flightlink, and you will get crystal clear audio and intercom recordings.

 

Looks like a very expensive option. I would rather spend that money on flying.

Hi Everyone, I am looking to record the cockpit audio during my flying. I would be grateful if someone could suggest a proper set up. Currently I have a digital audio recorder of mediocre quality attached via a 3.5 mm adapter pin and splitter to one of the headphone jacks of the intercom. Unfortunately, I get a lot of noise / hiss / buzz / static which is unbearable and almost completely blots out the audio in the recording. It is impossible to hear what is being said, when listening to the recording. It does not interfere with the normal operation of the intercom, while listening or transmitting on the intercom. Any help or suggestions will be really appreciated. 

If there is an existing thread on this topic, please move this or direct me to the existing thread.

Thanks

Hi Dayble, In case you are still looking for an answer, the J230 cruising at 107 knots is expected to burn 17 litres / hour at 2600 RPM.

You can go to the link below and press CTRL+F and type 107 in the search box. It gives a table of RPM/Fuel Consumption/True Air Speed

http://adelaidesoaring.on.net/wp-content/uploads/2017/02/J230C_Section0_9_POH.pdf

Cheers 🙂 

Any reason why one of the cylinders would lose compression in  mid-flight?

Hi kgwilson, when I did a few lessons on a Cessna 152, it was from the shortest licensed grass strip (490m), in Netherthorpe, UK. The instructor used to use 10' flaps and called it the "hedge" check. This was to ensure you clear the hedge at the end of the runway.

I think it's a good idea to use half flaps so that you can be airborne asap, and start climbing, in case you have an engine failure and need the runway ahead of you. Besides, one never knows,  but you might need the runway for a longer than usual run on a hot day or high altitude.

I  completely agree with regards to retracting half flaps and full power. The only issue is, that in the 3 to 5 seconds it takes to retract the flaps, and push the carb heat in, one can chew up to 100m of useful runway in a t&g, if you are travelling at 50knots. May not be very practical, while landing on a short runway, if you are already 200m into the runway during your landing flare.

The best option may still be to go around with full flaps, with nose forward, and retract flaps once you are established in a climb. 

4 hours ago, RFguy said:

Lift increases yep, drag increases a lot.

I think this makes a lot of sense. The reason you apply take-off flaps is not to increase the lift. It is actually to increase the drag, without affecting the lift too much. This gives you a steeper climb path (if there is such a thing), making it appear as though you have a better climb performance. What is actually happening in reality, is that you are able to climb to the desired height, within a lesser horizontal distance travelled (due to the drag created by the take-off flap). 

On applying take-off flap in a glide, once again the horizontal distance travelled will reduce (due to the increased drag), without much impact on the lift being generated. Hence your glide distance (horizontal distance travelled) from a given  height will reduce. Thus causing a deterioration in your glide performance!

The Jabiru lists the best glide speed of 65kt for the J230. Any ideas, if this is without flaps or with half flaps? In my understanding half flaps increase lift, without increasing much drag, hence half flaps should give you better glide performance. 

A Jabiru Gen4 engine quit today, and the J170 landed safely in a paddock. No further details available. So yes, the Gen4 engine is not immune to failures. Just not being reported like many other engine failures. 

The only problem I see when coming in with power is, I will need to extend my downwind and and final legs, as it will stop me from descending fast enough.  In which case, it would take me further away from the runway, meaning there is less chance of making it to the runway if the engine quits. I guess it is a catch 22.

Is reducing to 2000 rpm more ideal, than taking the power off completely?

I have been using a different approach for my regular landing. Once abeam the threshold on late downwind, get carb heat out, power to idle, pitch for white arc / 84kt. 1/2 flap, maintain 80kt, turn base. On base, maintain 70kt, trim full back. If profile is  high, full flaps on base, or wait until on final and landing assured. Aim for 65kt over the fence, and then look outside the cockpit to flare and land. A complete glide approach from abeam the runway threshold on late downwind to touch down, unless other traffic in pattern.

Only problem with trim full back, is the amount of forward pressure that may be required if EFATO.

Hi Phantomphixer, what is your trim setting on finals?

29 minutes ago, RFguy said:

70 kts is too hot IMO for that config. Vflaps is only 84 kts.

Hi, I normally come in at 70 knots, and reducing to 65 knots, once I cross the runway threshold. 

6 minutes ago, RFguy said:

I think as facthunter put it- maybe lazy feet.  During takeoff, you are onto the rudder and yaw tendency like a bulldog. 

I guess, it took me with a bit of surprise, as I did most of my flying in a LSA, and few hours in J160. I guess a bigger 3300cc engine in a J230, means more power = more left yaw = more right rudder 🙂  

Besides, it is important to overcome the urge to correct the left yaw with ailerons, but to use right rudder only. Otherwise, it could lead to a cross controlled situation. An increase in angle of attack of the left wing, without adequate right rudder input, could stall the left wing, resulting in spin to the left.

Hi everyone,

I recently had an opportunity to fly the Jabiru J230. I had the flaps fully extended, power off and speed about 70 knots on finals, with the trim set fully back. As a part of normal touch and go, I applied full power and noticed the aircraft yaw to the left and pitch up suddenly. I immediately corrected this with a boot full of right rudder and lowering the nose. However, I was caught by surprise, and in aviation surprises are not always pleasant. As soon as I had the nose level and speed of 80 knots, I raised the flaps to 1st stage (take off) and set the trim to neutral.

I know, I should have raised the flaps for take-off and set the trim to neutral before applying full power, but at the time, I was caught off guard. As I felt the behavior of the aircraft to be a bit unexpected, I went back to the Jabiru manual to see if it had any special instructions on go-around, and this is what I found - Full power, full flap go-around will produce an initially strong yaw to the left and nose pitch up. These effects must be anticipated & controlled using the rudder and elevator respectively.

Looking at a fatal accident in a Jabiru 170 in 2016 - https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-112/ I am wondering if this is exactly what might have occurred. The pilot may have made a last minute decision and applied full power with flaps fully extended, to either go-around or land further down the runway, pitching the nose high up and yawing to the left, resulting in a stall-spin accident, which cost him his life.

Although my instructor had warned me in advance regarding the yawing and pitching tendency of the Jabiru J230 with full flaps, I did not expect it to be so pronounced. Having learnt from my recent experience, I would suggest that all students and experienced pilots, should practice go-around with full flaps a few times, with a certified flying instructor, or at least as a part of a check ride or BFR, to get accustomed to the flight characteristics of the aircraft they are flying. It might save your life one day, when attempting a sudden go-around while you are still in landing configuration, with flaps fully extended. 

The only issue with registering the Jabiru as GA is, that it may reduce the resale value or chances of getting a buyer, as most pilots looking for a Jabiru are RAAus members. It may not be possible to change the registration back to RA Aus.

4 hours ago, Thruster88 said:

No RAAus membership means no flying RAAus aircraft regardless of other pilot qualifications.

I thought so. Makes sense.