biggles5128

A couple of things, a 35 deg day in Glen Innes is a rarity....Unfortunatly P charts for the Jabiru are a bit of a non event. Having flown both, the J230 does not need the strip length of a C172 either........Thanks for the replys. I supose I could spend a fair bit on the strip surface to achieve better performance.

Correct Frank, I should have worded that a bit better. Elevation 3500'. I think that the length would be fine even at this altitude however the surface would degrade the performance on take off.

Thanks Andy, I hope you didn't think that I was proposing to turn the J230 into something STOL . If it were possible to overcome the red tape legaly, I would be happy to sacrafice some speed for the shorter take off distance.

Problem- Have J230 and would like to keep the A/C at the farm. I have a strip of about 550 mtrs, the ground not so suitable for a Jabiru. (Ideal for something STOL) Question???? - Would it be feasable to put big balloon tyres and change the prop to a finer pitch in order to handle the terrain and the strip length at 3500ft.

Thanks Dazza, had a look at them and it does look impressive. Thanks for the reply.

Spoke with one of the senior mechanics at Jabiru on this subject.... He had done a service on the demo 6 cyl Jabiru from Bundaberg, which included a leak down. The aircraft was then flown around Australia, the pilot running the thing flat out all the way. Not too worried about the extra fuel that would be used but keeping all temps in the green. On his return the engine was again serviced including another leak down, the interesting thing was that the engine was in better nick on his return than before he left. The moral I believe is do good and regular maintainance, use sound in flight engine management, trend monitoring, but don't treat it like a day old kitten.

Interesting to read your post Vev. I am very keen to find out from other users what they think of the Rotec heads. I have not contacted Jabiru to get their slant on it for obvious reasons. To me, it appears a logical solution to a few problems with this engine. Would like to hear from those with a sound mechanical back ground on what they think. The other issue is that with all new things... time will tell. Danny

Interesting that an exemption can be obtained to fly in CTA under the RA-Aus. I note that a similar thing exists at Coffs harbour. I find it interesting (as previously stated) that if the club pays a fee, an exemption may be granted. Other posts have sited the reason behind not allowing RA-Aus to fly into or transit CTA is the possibility of the pilot having an infarct or a stroke..(without the benefit of a PPL or higher medical)....... I might just pay the fee........apparently it will stop me having a heart attack or stroke hey.

Bottom line is- nothing changed physically with the aircraft, I understand that the change to the D had something to do with the fact that it could be upgraded to NVFR. (Correct me if I am wrong).:big_grin:

There is only one thing better than a GPS..........2 GPS's:clap: (Know well your theory of navigation though).

Pud, I purchased the Vertex pro a couple of years ago from Ian, very happy with the unit, it does require some reading of the manual to get your head around the controls etc, but performs all functions extremely well. I use it as a back up to the A/C radio. Was at the aero club the other day with the vertex turned on and monitoring an inbound aircraft, it was commented by another that they would not usually pick up an aircraft 10 miles out, with such clarity, with their handheld(Icom). Hope this helps.

Those of us in this forum who have instrument ratings will reinforce the need to practice under the hood or in IMC and shoot regular approaches to stay safe. The idea that the few hours a GA pilot gets on the clocks while obtaining his/her licence will save your bacon is sometimes a hard learnt lesson. Even a few months away from IMC will see an experienced instrument pilot get the leans, the only thing that helps you then is discipline, which is only gained by correct teaching and regular exposure to actual IMC. :)

Wow!.......damn close to some buildings, trees and towers, hats off to his judgement.

I'm sure a quick call to Jabiru will see one in the mail, the right size etc..........

Thanks modest pilot, sounds like a very economical alternative, I will consider all these options before I lash out the big bucks....

Wags and deadstick, thanks for that, just the feedback I was looking for. It seems pretty good value as well.

Don't worry about running for mayor, go for the prime ministers office.....

You tend to hear of much more engine stops when pilots suddenly pull the power back to idle rather than maintaing some power. The aircraft has performed very well for the flight and then we want to glide it in...... For my money, I like to maintain a powered approach with less liklihood that the engine will quit.

Thanks for the replies, I was hoping that someone may impart their experience with a suitable product, I know that there are many on the market. My pursuit is to make my 3300 as reliable as I can considering most issues encountered result from overheating problems. Monitoring CHT and ensuring equal and adequate fuel distribution appears to be a key factor. Thanks again.

Looking to install a single CHT instrument which monitors all 6 cylinders, would appreciate any info on types, price, accuracy and tips on instalation. Thanks:big_grin:

Yep, I want one... I might have to overcome that glare from the minister of finance though when I showed her the video.....

I am about to move my aircraft to Glen Innes which is about 3500' above sea level. I spoke at length with the local aero club who fly a J230 all year round. My concern was starting in cold weather. It would regularly be 0 to minus 0 in the winter. They use a little electric heater that blows warm air through the intake and across the cylinders, about 5 minutes per side as you are doing your pre flight and then no issues with starting. I am building a new hangar and wont have power connected. Have just tried the heater being powered by a 2kva generator, works well so all up not an expensive excercise. On away trips will just have to plan my stops and departure times if I want early cold morning starts.

Welcome airscrew, you may find that you are in the majority of people who had to give the flying away for some reson or another, the important thing is that you have returned. Don't let that age thing be a barrier. I taught a 73 year old to fly, it was on his bucket list. Have never flown a Savanagh so can't comment. I own a J230 and I am extremely happy with it. Do your research, fly as many as you can and buy the best you can afford...

You got it........ sh**s were trumps for a while I give you the drum!