RFguy

Only option is to push the nose down and grit your teeth. I do this in the simulator. (yes, and take it on board, its a simulator) . Nevertheless I beleive that working these problems in a simulator regularly improves real life response. Of course takes a few seconds for a human to figure out they need to do this. Well, maybe not a Thruster 2-stroke pilot where, I am told, any loss of engine power during climb needs to be an instinctive nose down reaction as the drag will kill airspeed in quick time.

looks like it was 15 gusting at least 25. nothing unusual for that AD. canberra on 30, the GA runway, is regularly 15 gusting 25, it's a windy place. when its a bit breezy I always hold my PA28 a few feet over the runway until at least 80 kts ( no flap) Are there any immediate departure obstructions on 26 off the end of the runway at shellharbour ?

Back on the bad AVGAS storey . Back when we used to refine fuels locally. Where does out AVGAS come from these days - Singapore / Malaysia / Indonesia ? of course the killer there is a twin engined avgas aircraft loses its engine redundancy. you'd be better off in a Cirrus with a parachute over the tiger country I've never ever had what I consider 'bad MOGAS'/ not ever. but I am picky with how long it is left, how subject to evaporation rate etc it is, not hanging onto winter mogas in summer (it has different vapour pressures in some regions) .. I'm actually looking for a Comanche and intentionally looking for one that has a 8.5:1 MOGAS approved capable engine (a 250'), rather than the later high compression types (8.7, 8.9)

I fly at peak EGT, but always at <= 70% of max fuel flow . Usually at 65% ~ 8.1 gph. ..chambers and valves look good. (mostly ULP98) Lycoming have a chart. for lean, you need to stay below the kink , IE <= ~ 72% many people fly peak EGT at 75%... probably the limit, especially if its hot..

I beleive that when discussing one's flying with one or a group., self admonishment / self criticism / critical examination / reflection of one's actions and judgements is the cornerstone of aviation and improvement. I've realised now in my 5 years, that even the villiage idiot can land a Piper. But it's the judgement that you exercise that defines you, and if you are willing to self reflect on anything less than perfect flying. I revel in the opportunity to discuss and workshop my less than textbook flying amongst my peers. That they enjoy doing same reflection for their own flying amongst a group.

I am an engineer, nice means functional, efficient, not necessarly pretty When I say it was nice, it means there was not very much that I didnt like about it, both form and function.

the Vixxen - and registered full VH, not VH-exp, I beleive. The issue for VH-exp is the original builder is supposed to be the signature for anything goign forward even with a new owner. The situation with Sling aircraft in Australia, AFAICT, is that thei're essentially a chequebook builder, though the aircraft airframes DO come in from the factory essentially fully built, wings off in a container. , leaving the local chequebook builder to do the final fitout with different avionics, options etc. And the user that purchases a Sling is 2nd owner, but not original builder, so there are limits on what can be done . I have had the opportunity to look very carefully over a whole Sling 4. The aircraft is nice, I would thoroughly recommend the aircraft for a person that doesnt have time to build. but there are variations between the local customization in the builds which can cause some head scratching. which is where the factory build and locally finished cause some fuzzyness due to the importer who does the fitout being indentured in the paperwork as the original builder which has a special meaning in the regulations. There are a few other aircraft in this situation in Australia- SLing is not alone- IE there are other aircraft being marketed as factory built, and go on the register as VH-exp. I dont really regard them as factory built. FOr me factory built means that fly away complete from the headquarters like a 24- Jabiru, or a Piper Cherokee

"Factory built" - sure they're not all VH experimental with a nominated builder ?

watch it. he say " at 2400' and 50' wide was the smallest RWY I've ever landed on" really.... LOL... 172 versus sling2 ? I thought the comparison between the two aircraft was complete bollocks The sling2 is a 2 person aircraft... should be renamed " flying the sling 2" However, I just remind buyers that Slings in Australia are VH Experimental AFAIK and the C172 is a certified airplane. That has its plusses and minuses. Sling 2 is nice though.

did you sell it?

In PA28, flew down to Tumut region from Cowra then landed at Tumut to see how the runway refurb - rebuild works are going. landing on the currently gravel strip, that's fine. hotmix seal work begins Monday. taxiways and apron all new hotmix, needs some sweeping/ finishing. had a chat with a couple of old guy locals doing their maintenance (hour maintenance / hour of flying etc) The airport cat Percy was not to be seen. Ate my packed lunch. Verified fuel usage by dipping. walked the length of the grass to check for ruts etc. departed on the grass with flaps 25 (I only need 300m at 20 deg C) good thermals yesterday. climbed hard toward the SE toward Talbingo over Blowering Dam. did a 4 minute climbing turn to get enough altitute as not the sh1t myself over the large body of water surrounded by steep sides... even at 4000' over the water, felt like I needed more. Got over Talbingo to take a picture of a friends house, not liking the look of the hills to the east without ALOT more altitude, turned home at 6500 then 9500. 135 kts ground at 27-28 lph. nice tailwind. Very few aircraft in the air for such a super nice day.

Warning on use ! do not allow it to wick in and reduce the friction between mated fastened surfaces... like between a rib and a wing skin with rivet

which is what people do.. and make change the thrust line with a couple of washers on the mount so there isnt so much thrust pitch up or down if they moved the engine forward, or rather moved the propellor thrust line forward, they may need to redo all the certification. so, the lead weight was a good bandaid. yeah, someone F-ed up in the design.

given the grave hazards if that added front ballast was removed, I would prefer to see a stamped or otherwise indelible mark used for "Do Not Remove" instead of a texta that will wash off with a bit of petrol.... and added to the ICA log But, I live in a CASA Schedule 5 world these days.... maybe that's overdoing it for RAAUS....

that picture of the pilot in the bristell shows pilot sitting clearly behind the wing max chord dimension. I hope the engine weighs 'quite a bit' ... this sort of weight distribution in lightweight RA aircraft means aircraft can get quite light in the nose (and hence rearward moving CG) at zero fuel (in aircraft that have fuel forward of wingspar tanks.) It doesnt surprise me that a chunk of lead was added up front.

I have alerted moderator to kill off all power discussion, have marked as spam.

But... do not let some lubricants get between two surfaces like sheets of aluminium / skins and ribs etc because the reduction in friction may cause the two surfaces to start moving slightly and wear... Many fastening methods rely on the friction between the two surfaces to stay put..... I know this from radio antenna hardware, and have seen some examples on aircraft skins.

oh, and in additon to my questions, what are the oil temps displayed at different pressures ? is it RPM dependant above 1200 rpm ? was the sender replaced at overhaul ? the vdo sensors develop wear regions on the metering track, need to be replaced once in a while dependin gon vibration modes they're exposed to glen

-yeah get a 2nd opinion on the pressure using another sensor - what oil is in it? (100/W100/15W50/ W120 etc - what is the ambient temp at starting ? - jab PRVs can be troublesome. - gen1,2,3,4 engine ? (oil pumps changed) just rebuilt...suspect ! something going high flow/ high clearance etc (bad !) there is a specialist group at : JabCamit.groups.io suggest that. [email protected]

suggest changing the title of your post. PLEASE be more specific in your title of the post

have done it on Jabs, could do on my O360 I guess. used bosch knock sensor from aliexpress. you'll need a engine to torture to test My Kluger SUV advances the timing until it detects knock, and then backs off- how it makes a bit more from ULP98 compared to ULP91. the behaviour is visible in the JBEC connector telemetry.

Alan, on the bench did you change the orientation of the meter, compared to the orientation in the airplane ? like flat on its back on the bench ? and also to consider- if it lost contrast, could be one of the contrast power supply capacitors on the board, not the LCD

the display maybe. It's an LCD isnt it ? whether it is interchangable with other displays depends on whether they're using some custom display directly to the CPU, or a generic daya connection. send me picture of the front of the faded display, and also the insides of it LCDs life can reduce with high heat. Glen

These fuel bowsers in the middle of nowhere.... What fuel testing kits can be purchased ? (and of course I dont mean testing for water ) In Asia I saw a Robinson helicopter pilot testing AVGAS with a combo of half a dozen different test strips.....

In the PA28-180, Flew up to Mudgee (from Cowra NSW) for lunch to see a mate a couple of weekends back, good TAS at 9500. nil significant cloud. and then went up and had a good look at a Gulgong airstrip. YGGG Now is bitumen for about 1km, and nice grass at each end for a few hundred meters. great approaches, seems wind wise well orientated. E-W It's PPR, look up Bob Priddle in the book, he is a very nice bloke. then , last weekend flew down to wagga for lunch (again to see a mate) , plenty of canola flowers. few/6500 down there, scattered/5500 back. that's the nice big wing on the Archer, an extra foot longer compared to the Cherokee 180. non tapered.