deadstick

Big thanks to all those who volunteered and organised the event, I, my 6 and 10 year old boys had a great day! Thanks very much.

Hi all, I will be departing on a trip to the west coast, from Nowra to perth and was after som inside info on where to get fuel! I have done the trip with work a couple of times but as you can imagine, helo refueling is a lot easier than finding juice for a rotax. Current plane puts me , Nowra to mildura-Ceduna-forrest, but wanted to know if anyone has used the nullabor truck stops for fuel and what the runways are like?

Of course you can have retracts, an example is the pioneer range at Avalon they were 24 registered!

1st rule of aerodynamics, enough speed even a brick will fly! Lol French design?

I personally don't see any deficiency in the RAA training syllabus for flight up to 10k, even hypoxia is a very low risk unless you are really unfit or have a lung condition you should be fine at or below 10k,This example is hypoxic hypoxia ( inability for the lungs to process the oxy to the blood) the other three types are possible, stagnant hypoxia ( no circulation of the blood preventing oxy to the brain/ cells old people's blue feet) histotoxic hypoxia (Blood still accepts oxy but won't release it to the cells) and hypeamic hypoxia ( blood won't Carry oxy). Our biggest threat of hypoxia would have to be histotoxic as our exposure to the possibility of co poisoning is far greater than reduced barometric pressure below 10k.

Yeah, thanks Dave

RAAF lost one of their hornet early on due to hyp, pilot was known for flying maverick style ( without oxy mask clipped) last seen on radar heading out to sea up north if I recall correctly.

Always room for one more motz!

Note to all, hypoxia can be caused by co2 as well so get your self a detector, inhibits the bloods ability to carry oxy.

Lol, part of my training was in a hyperbaric chamber, had a red headed course mate ( now known as the hornet whisperer or fire god when at Tyndall), well the alt was set at 25000 feet and we had to do simple puzzles whilst waiting for any signs of hyp, I went real early and gang loaded my oxygen mask, but red who was a very very smart lad was still cracking away with blue lips and a shlt eating grin, when I asked him what 2+2 was he just looked at me with a stupid look on his face quite happy to pass onto the next world. Well he was force gang loaded and took ages to lose the cyanosis from his extremities, very dangerous thing hypoxia cause unless your disciplined and adhere to a strict plan ( ie mentally if I see blue or can't think as fast as usual conduct a oxy drill) you will die as it inhibits all mental processing...

LOL. Pilot says to passenger, giggling, Blue lips and finger tips! Must be part smurf!...

Why the fear mongering? its 10000 feet, not stratospheric! the RAA syllabus is well and truelly adequite for flight up to 10K.... sheeeeesh we arent flying international here its basic VFR. Look out and be seen apply's, dont be scared of the unfamiliar, if there was the minimal chance of any error os gap in knowledge the guys who get payed and take so long reviewing all aspects o the regulation would not allow it. I suggest anyone who is not confident with flight at these levels or deems there knowledge to be innadequite, have a chat with a CFI or hit the books to refrech your understanding as you will find you were tested on the knowledge required to cruise below 10K.

Float level would be my first check, then check the cobra head has not covered the density sense port on the carb inlet, also check to make sure the ram air flap at the top of your air box is not stuck closed.

OME, should be charging at low rpm, I maintain full glass versions and they all have no problem, mine charges fine at idle so I think he has a problem. Ie weak field strength etc

The maint manual has some checks to perform with an ohm meter, also there is a pull test to see if the magnets are cactus. I would be looking at magnet strength and earth, the fact it's not charging at low rpm woul have me looking at the reg first then earths then windings and magnetic strength. Good luck and don't forget to post results as you go! Where is it located?

ADVISORY ENGINE BULLETIN #19 – June 2011 To all Dealers and Maintenance Persons CONTENTS 1 HYDRAULIC ENGINES (PUSHRODS) · Inside a hydraulic valve lifter there is a piston which “floats” on oil with its position regulated by springs, valves and oil pressure. The way it moves relative to the lifter body is what allows the hydraulic lifter to automatically adjust for valve train variation and maintain the correct valve seating parameters. The piston has a limited range of movement however – and if it reaches the limit of its travel valve control issues will result. · A number of factors such as a recessed head/cylinder spigot, a very deeply cut valve seat and a crankcase which has been surfaced/line bored (reduced width) can affect the position of the piston within the hydraulic valve lifters – bringing it to the limit of its travel. · In cases where the lifter travel has all been used there are a number of different solutions – i. The standard pushrod length is currently 216mm. A 215mm rod is available as a spare part to allow for the effects noted above. ii. If the engine is currently equipped with 107.0mm long cylinders fitting a 0.5mm shim (recommended to improve the engine’s tolerance of various fuels) will also help counteract the valve lifter issues. Note that due to the gear ratio of the valve rocker increasing the length of the cylinder has the effect of moving the piston within the lifter by about 0.6 – 0.7mm. iii. Replacing worn valves and rocker bushes can also help. 2 NEW PLENIUM CHAMBER (INTAKE) · The shape of the induction chamber for 3300 engines was changed from S/N 2331. The new chamber has a different shape, different internal diffusers and uses some new-shape induction pipes. The effect of this chamber is to create a more even mixture distribution between the cylinders. The result is that the difference between the hottest and the coldest EGTs are reduced. 3 CYLINDER BASE NUTS · Jabiru Service Bulletin JSB031 was recently released to address issues with cracking of the through-bolts which hold the engine halves together. This bulletin affects the majority of the engine fleet and operators & maintainers are urged to familiarise themselves with its content as soon as possible. · With regard to this issue, engines overhauled must now use the new 3/8” nuts (shaped in 12 points) instead of the previous MS21042-type nuts. · The torque of the cylinder base nuts remains set at 30lb.ft and through bolts have been lengthened to take advantage of the increased number of threads on the nut. Because they have no “deformity” for locking they must be locked with 620 Loctite on installation. Our website has the 3 documents available which are relevant to this issue: the Service Bulletin, Bulletin Procedure for carrying out the work called for in the bulletin and a procedure for chamfering the base of the nuts to ensure they do not bind on the base radius of the cylinder. · New production engines are now using either the 12-point 3/8” nuts or a custommade stainless steel 7/16” nut. Note that the use of the 7/16” hardware has forced changes to cylinders, crankcases and crankcase dowels meaning that 7/16” bolts cannot be easily used in an older engine. 4 FLYWHEELS · In 3300 engines the inner part of the flywheel “starfish” has been altered to give a reduced advance on spark timing (not cam timing). Spark advance is now set at 20° BTDC. This has been introduced on 3300 engines from S/N 2391. · This change has had negligible effect on power output but makes the engine significantly more tolerant of poor fuels and other factors which can lead to detonation. 5 CRANKCASE DOWELS · The fit of the dowels which locate the two halves of the crankcase has been identified as a significant contributor to structural issues with the crankcase – be it fretting or damage to the case hardware. Accordingly new “oversize” crankcase joining dowels have been produced and must be used at overhaul to maintain a “snug” fit of case halves. · These dowels now come as: - standard @ 12.501 – 12.512 - 1 dot @ 12.512 – 12.523 - 2 dot @ 12.523 – 12.534 - 3 dot @ 12.534 – 12.545 · The identifier “dot” is on the mid section of the dowel. This means careful measurement of case when overhauling to fit all “snug” dowels. · When overhauling it is necessary to assemble the case (potentially several times) to check bearing clearances. During this process it is recommended that older dowels are used to simplify repeated assembly and disassembly. These must then be replaced with tight new dowels at final assembly. · The fit of these dowels is critical to the structure of the engine and must be checked carefully whenever cases are split. 6 THROUGH BOLTS · See Service Bulletin JSB031-1 on through bolts requirements, depending on engine lift nuts changed and or through bolts at nominated time in service or time since overhaul. Also refer to the companion documents for workshop procedures for carrying out the required work. 7 OVERHAUL MANUAL · This document is available on the Jabiru web page. It will be regularly updated – several of the points discussed in this bulletin will be detailed in the next revision of the manual. 8 ENGINE MANUALS · Because now a detailed overhaul manual is available it was decided that duplication of much information on engine disassembly and assembly could be therefore omitted from these manuals (4 and 6 cylinder). · The 8 cylinder manual remains the name. All the necessary information could be sought from the one overhaul manual. 9 SERVICE BULLETIN - FLYWHEEL · All owners and service persons should be aware that all Jabiru Engines are currently subject to periodic checks of the flywheel installation. JSB012-2 refers – please read it carefully and it will clarify what the requirements are for each given engine configuration. 10 CLIMB OUT SPEEDS · There appears confusion on best climb out speeds. Manual specifications for best rate of climb for J160 and J230 is 68 and 75 knots respectively. · This means this air speed will give the best chance of clearing obstacles if the need arises. However the rate of climb for best engine management has been largely left to operators. · The quickest way between two sets of traffic lights is to floor the accelerator and race the engine – but it’s not the way most of us do things because we understand that driving that way will use more fuel and wear the engine out faster. Similar arguments apply to climb speeds with a Jabiru Engine. · The 4 cylinder engine will look after you better with better air/oil cooling if climbed around 80 knots while the 6 cylinder will think highly of you at a 90 knot climb or above. If flying a J430/J450, climb speeds for load will differ especially according to load. Once heading to that cross country destination cruise climb at elevated speeds (shallow angle of climb) contributes to good engine management. · At these higher speeds not only is there more air available to cool the engine but the RPM is higher, allowing the engine to rev more instead of “lugging”. This significantly reduces the stress on the engine and makes it less likely to suffer detonation or other long-term maintenance issues. · Also see JSB031-1 at Section 3.3 on climb out speeds. · Training organisations with limited runway distances will need to use best rate of climb initially but then can accept a higher air speed / lower rate of climb when safely into the circuit. When operated this way engines with the fine finned heads are difficult to elevate the heat range. · There also appears much debate on static or rolling RPM. Manuals state around 2800 RPM static. This was written mainly with the 2200 engine in mind – 3300 figures are slightly different (and limits will be adjusted in the next manual revisions). To clarify, a new engine (6 cyl) driving a 60x53 Jabiru prop in a J230, rolling in take off mode will show 2700 or there abouts. Once clear of ground and in clean configuration, 90 knots will give a good 2800 RPM or better. Manuals recommend RPM area guide especially for non Jabiru prop fit ups. Secondly, if static or rolling RPM is in the 2700-2800 range this is relevant to carby tuning and directly related to cruise power at 75% power. 11 OPERATING RPM · Historically we have always recommended that operators allow their engine to rev rather than lug. Done properly this approach works very well, however in certain cases it can also be damaging as it has been over-simplified and does not necessarily consider percentage power. · For example, consider a Jabiru J200 with a Jabiru engine, propeller and cowls. In a full power, straight and level run at sea level this aircraft should reach speeds in the 130 – 140 KIAS range and the engine will be revving to around 3100 – 3200RPM. In this aircraft – which is fairly sleek and fitted with a wellmatched propeller – cruising at 2900 rpm is fine because it will be at a relatively low power setting. · In comparison, the same engine and propeller could be fitted to a bush plane with slats, flaperons, tundra tyres and the aerodynamics of a brick. In this case the static RPM and RPM on take-off would be similar to the J200 – but flat out straight and level at sea level the aircraft won’t do much more than 100 knots and the engine will be stuck at about 2900 – 3000 RPM or less. In this case trying to cruise the engine at 2900 RPM would be disastrous as it would be a very high percentage power setting. · The above examples are deliberately extreme but their message can be applied across all airframes and engine models. · In the near future we plan to publish limits for manifold pressure at given RPMs – the combination of MAP and RPM allowing the pilot to accurately know how what percentage of their engine power they are using at any given time. However, until that information becomes available operators must avoid over-simplifying the “more RPM is better” rule. 12 RECENT CHANGES BY SERIAL NUMBER 3300 2200 Cylinder length increased to 107.50mm 2290 - 3443 - Hollow pushrods/rockers 2210 - 3358 - * Thicker walled crank gear 2310 - 3443 - ** 3300 engines only with 7/16” thickness through bolts 2391 - Spark tuning change to 20 o BTDC 2391 - Longer through bolts and 12 point nuts 2371 - 2390 3483 - 3498 “Starfish” inner (steel) for flywheel attachment 1522 - 2732 - New induction body (parallel sides) 2331 - · Note: Thicker walled crank gear uses a narrower rear seal. O.D. of seal is the same as original seals. · These engines have larger holes in cylinder bases to fit larger diameter though bolts. 7/16” stainless nuts manufactured for Jabiru engine used on cylinder base. Leith McLennan JABIRU ENGINE DIVISION

Yep, that's what they are doing in the states!

Hi, Can anyone tell me the model number for the fixed pitch sensenich prop available for the J230? I want to order on from the states as jab wanted $1850 for it! Also any experiences or recommendations you may have with it. Thanks!

Check this out, def not a speed demon! http://www.pilotmix.com/index.php?pgid=11&lang=en&maxInfo=1164 http://www.aerosports.gr/

Hey bas, just ordered one, on a side note, will ozrunways support the flywi standalone gps? Here: http://www.flightguide.com/flight_guide_iefb.html This is their response when I asked: - Those programs will need to update their App to recognize the FLY-Wi. We have a developer kit available. The unit looks great and goes out via wifi not BT it also has an extra sOcket for ADSB or WX enroute. DK

Hey dex, have to agree on the steak, the food alone was worth the trip! Lol

Thanks for the hospitality Wayne, nice to meet you and hope tomorrow goes well.

Thanks mate, didn't have me ersa and was considering a flight up to gunnedah on friday morning with a mate in his pipersport and drop into tam worth to visit parents.

Hey guys, just a quick one does Tamworth tower shut down on the weekends?

Dun, dunn and done!