RFguy

Gen4 is good. I'm only selling my J230 because I have the big Piper, and need something like a Savannah as a 2nd aircraft . I do have a Thruster in the works.

There is Currendooly

fresh ULP98. if in plastic container, or place where it can breath oxygen, ditch it or use it within a month. always filter and water check. The octane doesnt fall with time- what happens is some components react with oxygen and form non soluble solids.... Avgas only if nothing else is available, or the heads run red hot (>165 cruise, >180 climb) .

Justin, what EGTs in cruise are you running on your Gen4 ? Rotax engines tends to run leaner , a little more economical on fuel. In the past Jabiru has tended to err on the rich side to stop valves dropping ..... and have been playing around with the jetting forever. This rich running exacerbated the avgas buildup issues.

mmm Agree 100% Justin with everything you have written. Yes no issue with Jab airframe- its awesome. yeah (IMO) the AVGAS de-coke is needed every 400 hours worst case, for a jab on AVGAS. a solid day's work for a four cylinder. It doesn't actually require any parts as such, except for rings, since you're likely to change out the rings if cleaning the ring lands. You might be able to do it without pulling the pistons off the conrods..... Actually a running hot jab engine might burn the avgas better.... so one's mileage may vary. run hard and hot, a gen4 is probably capable of running hot enough (since it doesnt have to live in fear of head recession) of being better with the avgas gunk. I dunno. As usual, engines that are babied tend to look worse. Jabiru Rings are cheap. $35/set Rotax rings $270/set. WTF ????!!!! Yes $270/set ! like I said, Rotax is good if you dont have to fix anything..... Jabiru factory is always helpful I think people need to watch quality of oil filters. there have been a few split. Dunno what the source was of them.

that place is so foggy I'd be surprised if that would catch on.

The thing is, the Jabiru top end overhaul, is still 1000 hours, isn't it ? which leads to a cost per hour of about 1.5x the rotax, assuming nothing in the rotax breaks..... The Jab engines still face a sizable problem on AVGAS. -- AVGAS running ----They don't run hot enough to evap/ gas the lead compounds, so this cakes-up the crown, rings, chamber, guides. and leads to a TEO/TBO of around 400 hours best. This is well known. There is no getting away from this, apart from using Decalin runup with seems to reduce/ eliminate this problem, but not recognized by Jabiru (but is by rotax). - solution - run ULP95/98. problem solved. Don't run ULP more than a couple of months exposed to air. Lesser evils I'm not sure they've completely got on top of the rather inelegant oil pressure control. There's many documented problems. It's OK, just...... and I would have liked to see a heavier thru bolt, since the margin between [ sufficient preload AND the material yield AND tension errors due to torque application on unknown lube threads } They've gone to much high temperature rated valves, which is good. and about 3x the price per valve, as expected. and I they've gone to a more solid, non split skirt/crown piston. Gen4s broke alot of pistons before they got that part of it stable..... Head recession should be a thing of the past. the bolted head , like everyone else, should solve that. In the past, head recession (due to less than ideal choice of aluminium) led to valves hanging open and loss of valves.... Nothing economical is perfect. -glen

Gen4 is OK now. Had a shaky start. (2017 to 2020) I'm going to sell my J230, umming and ahhing whether I do a top end overhaul and sell with a late Gen3 (and the last of them) even has the prop frange dowels..... or I put a Gen4 in it and flog it with that..... Jabiru have had to change from the Bing carb to some Mikuni copy. so far so good, wonder how their jetting is going, that might take time to figure out.

Today's ADSB example... coming into cowra from SW this morning.. I hear chatter on the radio, couple of training aircraft in circuit.... AND I can see them on my tablet. I've done my 10 mile call a bit back.... I am 3 miles out, I see on the tablet UQM turning downwind, and MUB climbing after TO roll. I can see a conflict coming if I continue... I say nothing on the radio to startle the chickens I slow down , flaps 10, and put in a couple of S turns... and add about a minute to my join timing, which fits perfect. as a join, UQM is mid base and MUB is late downwind , I pipe up on the radio with single breath "cowra traffic Cherokee DRF joining early downwind 15 will go number three to UQM and MUB , traffic cowra. super simple. reply on radio was "MUB copy". With no ADSB , I would get on the radio at that 3 mile point, IE about a minute or two prior to joining circuit and get everyone's position, figure out where everyone is , there would be a bit of rdio chatter.....and then I'd probably do those S turns or an orbit, OR overfly above circuit and swing around for a mid field cross wind join. Cowra shares CTAF with 5 nearby ADs, the radio can be quite busy.

and chopped up into little pieces

I'm convinced that any sort of 'she'll be right' attitude is what eventually catches up with people. That's as simple as - not cleaning up your approach speed and height on final, when you could - other simple things like being cavalier with the weather. - being casual and lacking detail with preflight inspections etc not limited to those, but anything where a she'll be right attitude meets requirements 49 times out of 50 , it's that attitude that will lead to one's undoing. IE any idiot can land a plane, but a she'll be right attitude eventually gets you

thread drift. Brendan, have you decided what you will do ? That nearby low cost C150 sounds good, but is that GA training or RAAaus group G ? You need to complete whatever you started (IE RAAus) for minimum cost, otherwise you'll be starting again.... and that will be frustrating. I learned to fly at 49, it can be done. Although I think i'll never be as intuitive in my manipulation of the controls as someone who learned in their early 20s.......I think can make up for that with cognitive ability, Just like skiing. I learned when I was 18, but even those that ski rarely, but who learned when they were 6, ski with more fluency.

I have had long discussions with the manufacturer a few years ago. Was positive. Yes, any failure they want back --- and they will pay the freight. I had some discussions with the US importer at Oshkosh last year and they were impressed and had no qualms.

In my direct dealing with the mfr , it's about 2/3 the price and I explained to them people if they were goign to spend 20,000, then they'd spend 30,000 and just buy the real thing. so them they offered another 20% off. BrendAn. 12k US or aussiue ? 12k USD sounds right.

OK, so you are up to crosswind landings, steep turns, emergency proceedures ?

Also, for the cross country work- that is what will take time, allow at least 20 to 30 hours to get that done. For the base RAaus PC, realistically, you can fly two sessions a day. Three if you are really fit and sleeping well. Might take 20-40hours to complete that depending on your age and brain I think you need a day off for skills and mind soak . The next day, not flying, you think about stuff.... Maybe two days in a row then at least a day off etc. Well, depends on the person. more than 3 days in a row is unrealistic I think- weather, other instructor committments, airplane servicability etc.

come when the weather is good (always) , stay in town , get it done.

RA, and not for profit.

Cowra is about $230/hour with instructor.

mmmm wont be 4 amps what does it say next to the connector on the plastic housing ?

yeah, topic well covered. With the fatal nearby here last yeat at Gundaroo of the grandfather and a bunch of children, assuming the pilot DID brief the pax on how to pull the chute, it's possible the 22kg pull force wasnt able to be mustered by young children, especially if the aircraft was in a spin. Some hydraulics there might assist.... (or provide some cable length/gearing / mechanical advantage.)

usually a fuse. What ICOM radio is it ? this will have a voltage input on the side connector

but a CP23 is just a cig light plug and a 2.1 or 2.5mm DC jack -- so a plug from jaycar for $2 you can do the job ???

agreed and good points. Certainly the combination of radio, eyes and ADSB (all three) is an enhancement on radios and eyes alone . In this case above, might have been a very close pass. I might have seen their lights (I fly with my landing light and strobes ON) I might have seen them if at the split second I wasnt gazing out at something on the ground. We all know how hopeless eyes are trying to see an aircraft against terrain unless u know where to look . and Radio provides knowledge that they are out there somewhere and can be defensive or at least proactive with traffic. The two of those (radio plus eyes) pretty much deals with 99% of it. I find ADSB doesnt really give me more information except it is useful to plan / coordinate circuit entry/departure and circuit vicinity contentions. It's excellent for enhancing proactive steps for that.

I had 130 hours TT when I got my RPL... (now 210h TT) .... I think what I learned after flying the Piper was that 1) it takes a bit of room / time to pull the aircraft out of a 1500 fpm slip so dont do that too near the ground without experience, ( vertical inertia of 2.5x the weight aircraft) and 2) aircraft easier to land actually, (holds more energy (inertia) ) but takes longer to react it is going wrong and you need to do something about it (Inertia again ) . Brendan have you started your XC quals yet ? get that done. it'll be cheaper to do in RA. especially at $2 a litre instead of $3 a litre. XC is when the real utility of flying arrives.