rick-p

Unfortunately it is the "unkown" that plants the seed of fear in the subconscious and from there it is the denial of logical information that grows the fear in us to a point of itself being an impediment to one's informed actions as opposed to a state of mind which says "will I be the next statistic" or "no I won't be the next statistic" because I have learnt through the actions of some other less fortunate who didn't have access to the information that may have saved his life. Human factors, having unhealthy or less than good thoughts on point will more than likely lead to a degradation of one's ability to control the situation which will in turn lead to bad a bad decision being made through a corruption of one's judgement in respect of a given action. Basically, what this means is that if the powers to be don't 'suck it up' and start giving us all some answers then we will continue down the present path. Just consider the road toll, the media is very quick to give us all the gory details but we never get the investigation results from the experts as to cause etc. An example of how the 'powers to be' keep us in the dark about many things is to be found in the road traffic legislation. How many of you are aware that you can be charged for drink driving if driving a "motor vehicle" (could be a ride on lawn mower and the vehicle doesn't have to be registered) on private property. Let's say you live on a grazing property in central queensland and your worker comes back to the house and tells you that you have a horse down the paddock stuck in a fence and he needs you to bring the tractor down to assist. You've consumed 1/2 dozen stubbies, of you go and in the process roll the tractor. Ambulance and police attend. Off to hospital, blood is taken and your reading is .08, you WILL BE CHARGED and lose your licence. If your reading is over .15 then there is no chance of a work licence even if it means losing your job. When are "the powers to be" in this country going to stop worrying about themselves and start giving some consideration to the people who are the very reason for what they are in power or there for. My heart bleeds for the victims families as the families and friends of the victims themselves also become victims possibly, but not always, as each incident always turns on it's own perculiar set of facts and circumstances, as a result of not having information that may have been available but not available to the victims as at the time it all went wrong for them. Rick-p

All I can say is serves them right, I'm good I'm good sounded like something from a Jim Carey movie!

Sorry but I can't get over excited that's old news from mid 2010 isn't it. I had an engine failure once in a Lycoming and I will now never fly in a plane with that engine again. :drool:in cheek! In fact I have had engine failures in 5 different types of engines, including a Rotax 912 but fortunately never a Jabiru 2200 otherwise I would have to burn my plane.:ah_oh: Interesting to note that it was an engine failure ( partial loss of power) and not catastrophic failure which unlike a lot of other types of engines it is either a total failure or the big bang, Jabs usually just chill out.:pokerface: Rick-p someone else is using my computer!

I hope that guy that sounded like Porky Pig doesn't get to fly it thhhhhaaaaatttts all folks!

Hi Metalman, I don't know if that is necessarily correct. It would all depend on the design of the canopy. I think that both types have their pro's and con's. I have a Lambada and it's canopy opens reaward but it has three attachment points and opens up and slides back. I have had it open on the ground with 75% power on and then tried to close it. It was easy to slide forward for about 30cm then I couldn't budge it any more. I beleive from my enquiries there has never been reported a canopy failure on my make of aircraft and this is posibly because of the rear locking mechanism. The canopy to open must first when lifting slide rearwards and if the rear lock is activated then it just can't move even with the two front side locks not activated. The two side locks are subtantial over centre hook locks that lock onto a quite substantial locking mecanism (heavy steel rod) well and truly installed in the fuse. I think that if they gave way half the cabin area would be torn out with them. Probably the front to rear opening canopy is a glider design so you can get out with your bum pack on in the event of a mid air collision and or structural failure. Anyway I'm not too worried about mine, but I won't be testing it. Rick-p

I've saved the site because there is some brilliant viewing on it, worth a good browse! Rick-p

If you play with fire, no matter how much of an expert firebug you are, you eventually get burnt. Hope he gets better soon and back into it as I was planing on doing his EMT course and he is probably the best guy to do it with. Get well soon Phil. Rick-p

I No brains no brakes!

Top videos!

What a loss!

How do you know an Helicopter pilot when he walks into a crowded room? Easy, he will be the first to tell you what he does.:csm:

Done as we speak!

Ok you got me but always remember "what goes up must come down, eventually." :rilla:

Thanks for that info but from what you have told me it wasn't my Auster after all as mine was never crashed , as I understand it, before I acquired it. My aircraft originally belonged to Dunlop Rubber Company then 2 more owners before I acquired it. Rick-p

NICE!

That is the video from the Windsor vault not Eugene's wayward antics.

Hi Windsor, Do you know the rego # of the Auster in the video and any other details inrespect of it ? Was it a j1n 1957 MK 10 power plant Rego # KCZ? If my assumption is correct that was my old girl! Rick-p

An aside:- Ian got your phone message but lost your #, Telstra is so efficient in losing my messages, for me. Obviously I fixed the problem as back on site. Thanks, Rick-p

A couple of things, the nose wheel didn't touch first the near side main wheel did. If you watch the dust and grass he was attmepting to land down hill with a quartering tail wind from the right. The wind speed was a bit hard to determine from the velocity of the dust because the video ended almost on impact. The nose wheel touched on the second and obviously final bounce. I believe that even if he had applied power it was all stacked against him, he would have been extremely lucky to recover. Anyway thats my two bob's worth. Rick-p

DOWN! :imaPoser: Sorry I just couldn't resist.

There is only one word to describe that video 'MAGIC'!

Thanks friend, I had a read of the the article you suggested and I thank you for the lead. It was very imformative and although a little non committal it basically answered my questions and satisfied my concerns. In a nut shell I would have to say that after reading the article that despite the extra cost of Avgas the same will remain my fuel of choice . In my humble opinion, relying on the information in the article and the posts, on point, here, that Avgas has both in respect of safety and maintenance issues a lot more going for it. At the moment I use Avgas 100 but I may go back to 1ooll. I don't think that I will be using mogas other than in an emergency and then it will be for the most part mixed with some Avgas. Also I wouldn't be putting it in the fuel tank before I had first carried out an Ethanol test. Thanks all for the assistance in this query of mine. Rick-p

Has anyone out there had any problems in running a Jab 2200 0n high octane motor spirit (98 octane mogas) in substitute to that of using Avgas 100ll? Avgas in regional areas in drums is becoming so expensive at around $685.00 a drum one thinks that it is time to consider the upper end of the market quality mogas which 912's use in preference to Avgas because of the adverse effects Avgas has on those engines when used over long periods of time. What I'm looking for is, factual information as to whether or not there were any deficit in the performance of the Jab 2200 when mogas with a 98 or above octane level was used? Also in respect of maintenance, was more maintenance required to the motor and also was there obvious side effects from the use of mogas on the internals of the motor when overhauls or rebuilds of the motor were carried out? The information, if any, provided in answer to this post may well be of great assistance to not just a few but possibly many who are feeling the pinch with the rising Avgas prices. On the other hand it may keep some of us safe! Rick-p

It's good to see that a thread I started some years ago is still receiving posts and over 22,000 views. On 2 strokes I've personally had 5 engine failures, all 2 strokes and one more with an instructor present and it was also on my first lesson in an ultralight. With equal offenders being the 582 and the 503 (note these were early models). It's interesting to note that I never had a problem with my single ignition 447 powered Super Pup. These occurred for various reasons from carby ice, fuel starvation and lubrication problems. But I have in recent years found that the much maligned 2 stroke has improved to a point of serious reliability. This doesn't mean that I like them but when one wants to go flying around an old volcano and there is only a very well used S12 available to do so then you take the risk knowing full well that if maintained religiously IAW the service manual then the chance of an engine failure is slim and if it does shut down then thanks to 2 strokes one has had plenty of practice getting it all back on the ground safely. Particularly when you fly over what you can land on if required or at a height that you can get to where it's safe to land if the engine quits. I think that everyone would agree that the 3 most frequent causes of an engine stopping in flight in respect of the modern light aircraft engine are lubrication issues, fuel starvation and finger mentality (caused by those who fiddle with no idea what they are actually doing). For those who don't ever want an engine failure then here is some good advice, buy a glider. Rick-p RICK P, this is a great thread and one which will provide excellent information to Jab 2200 owners. This thread is now only to contain specific posts in relation to the topic of 'Jabiru Engine 2200 Mechanical Problems'. Only specific posts relating to this topic are to be included in this thread. Please use other threads/create new threads for non specific posts. -Moderator

Mike I have the strip all mowed now and ready for use again so when you are up to it, come on down. We can go for a fly in the Lambada I'm sure with your gliding experience you will be able to give me something new to contemplate. Also little Rhys keeps asking " daddy when is Mike bringing back my aeroplane". See you soon. Regards, Rick-p