RFguy

I would NOT put a battery in to an aircraft that is capable of disconnecting itself if it doesnt like what it sees no way also, many charging systems rely on having a battery there as not to put alot of rubbish and spikes and unfiltered charge onto the system bus.... it's a filter. Yes, some installs have a capacitor, but that capacitor has a hard hot life in the engine bay and wears out in no time, and additionaly, the capacitor is about 1/4 of what's required without a battery

and people on the ground wont hear a engine out gliding airplane (like at Mona Vale golf course last month) good reasons to have hooters on airplanes to alert people I the ground (covered in another forum post).

thanks for all the input Gary , that seems like a good option. I will trial fly some of these options in the simulator.

JABIRU PRICES FYI for the record 23 October 2025 Australian local buy price. 2200 Gen 4 Engine = AU$27,720 (GST Incl) + freight & insurance costs 3300 Gen 4 Engine = AU$34,870 (GST Incl) + freight & insurance costs Both engines come supplied with Ram Air Ducts / Exhaust / Accessory Pack. The Oil Cooler is not included in the purchase of an engine. My comment : allow about AUD$800 for the preferred/ shop installed for J230D 3300 oil cooler (8000075 aero classics- same as in many pipers and cessnas with 320/360s)

experienced replies only please, no speculation. I have a couple of things to do in brisbane, and the RPT schedules are a pain for my schedule. of course, the plane is even worse potentionally than any quantas schedule.... putting practicalities aside flying up from the SW (Cowra) and studying the Brisbane VTC relevant documentation : flying the brisbane region. this is an excelent document . Bravo CASA. https://www.casa.gov.au/sites/default/files/2022-07/stay-ontrack-flying-the-brisbane-region.pdf archerfield info https://www.airservicesaustralia.com/wp-content/uploads/16-106FAC_Tips-for-flying-at-Archerfield_WEB.pdf brisbane hotspots https://www.airservicesaustralia.com/wp-content/uploads/VCA_Hotspot_Brisbane.pdf BNE VTC https://www.airservicesaustralia.com/aip/current/aipchart/vtc/Brisbane_Sunshine_VTC_12JUN2025.pdf - I see the following, please comment . - Archerfield , Caboolture / Redcliffe are the options - Amberley RA1 type restricted zone seems to hollow out a big chunk when active, otherwise a good transit if I am not too high to get mixed up with climbing and descending 737s. Yeah you can get a clearance but I dont want to be an ATC pain. and bordered also by Greenbank R627 - The BNE class C is full of traffic on weekdays, not like canberra airspace. - Caboolture it isnt much of a diversion given the long trip to just go around the Amberley airspace - There are a few VFR routes around the city Then I need to go and see my mother. down too Ballina or Byron (Tyagarah). from caboolture, there's a scenic VFR route over Morten Islan, STradebroke . I have CASA approved lifejackets. that gets me to the next mixer, GC airspace. Looks like I can jump into the next VFR rouite west of tweed heads -glen

bad weather weather is not always a cancellation A well experienced instructor will see it as a opportunity to teach / drive skills for that sort of weather. as long as itsa not hazardous and beyond the aircraft POH limits... If you have an exam on in bad weather, its usual for an examiner to cut you a bit of slack with holding track , arriving at some specific time etc etc

IMO the 914 is a good option. takes care of altitude (turbo) , simple control system. I dont know one that has stoopped. compare with many 912is and 915 I know that have stopped.

It's an attractive powerplant. But its not without it's misbehaviours as BlueAdventures commented. I have seen plenty of fodder to suggest that it's still an enthusiast's engine, not mainstream. I certainly would love to have one, I'm a enthusiast. but those messages - 'random' - but they're not --- alarms and messages. and what i think is almost dangerous behaviour by the ECU in case of a sensor failure. example - engine on climbout at 500' loses a non critical sensor, and spends several seconds at idle/ shutdown decides what its going to do... scaring the fu3k of the pilot. when it should just keep on trucking because it knows the engine curves, required fuel injector timing etc for some RPM. WTF? I talked ot Rotax abotu this behaviour and they said a pilot should never be flying over what they cant immediately land on. Sure thing. also Watch out for the, what I beleive is inadaquate choice of connectors for the power/alternators for the 915. I could go on..... Having said that, yes, everyone's a critic, and it is I think the very best powerplant out there aside from Lycoming. The Jabiru isnt bad. Years of what I beleive of poor decision making at the top of the company have severely damaged its reputation. That has changed now and the voluntary recall of all those 3300 crankshafts at their costs proves the point that the organisation has turned a corner under new ownership. Many european manufacturers think regulation knows best. Fortunately, finally some of Europe is figuring out they cant compete with anyone with their regulation and approach. The China EV competition experience has perhaps changes some of the minds in Germany.

916 turbo Risen : Vs0 stall speed 43 kn. Now, Vs1 (flying config stall speed) for the 916 beast is 55 kts. I wonder what the load factor rating is (IE Normal or Aerobatic) https://www.flyrisen.com/risen-SV916 https://www.flyrisen.com/media/downloads/Risen_912-915_Data-Sheet-Risen_metrics_US.pdf OK : load factor is +5.0/-3.0 which is not bad I guess. 43 kts x sqrt(5) Va = 123kts.... respectable if it flys at say 140 kts.... 75% (916 turbo) is 180 kts (sea level) so you are flying along at 180 kts and you hit some rough air or CAT, hit a big bump. and the wings instantly separate from the fuselage... nice. I dunno..... I would be nervous goign fast . https://www.kitplanes.com/risen-the-master-of-efficiency/ The 912 powered Risen seems a much more SENSIBLE combination to me. Va compared to a Lanceair 360. Lanceairs have high wing loading and not terribly light. Vs1 for a Lancair 360 in one reference i looked at is 74 kts, and the load factor is 9G . yes 9 LOL. so Va is 222 kts .... it ain't gonna break easily. (cruise is 203 kts) I think I'd have a Lancair. Or a Comanche

A couple of readers have asked me how to get the height showing on google earth from the tracks outputted from OZrunways after exporting the KML file , ( I export to my google drive and pick it off that) - Ater exporting, and opening in Google Earth it looks like this : This is called "Clamped to ground" mode RIGHT CLICK on the imported flight in the PLACES panel on the left hand side, select properties Select Altitude tab and change Clamped to Ground to Absolute now it looks like this. you can change colour in Style, Colour tab in the same dialog

YCWR Cowra to YMMY Moruya . never flown down there myself or as PIC. Had to pick up a couple of ferry pilots who moved an aircraft earlier that morning. The GAF didnt look good at all.. Easterly wind blowing and a chunk of moisture from the south moving in Went down there at 9500' skirting the class C, waypoint at goulburn and nerriga.. 125 kts TAS @ 30 lph. full fuel. super nice no cloud so far. Then encountered the wall of cloud, which by local accounts extended out to sea (from 25nm inland) Descended down to 3500 to see what the ceiling was above the top of the range.... looked < 500' and the region is very rugged. mmm no thanks. cloud base 3000' tops 7500. . hills 2500-3500. Flew SSE for a while down the range, along the western edge of the wall of cloud, cumulus , bumpy.... Talked to some aircraft down at Moruya... they suggested could get in north but no way from where I looks. I know though I could likely get down the Deua River Valley with the current weather. This is because the entrance into the valley is a fair way inland. Decided I would turn around and go home if it didnt look OK. Had full tanks, enough fuel to fly to Brisbane. Turned out OK. Now sure why I didnt follow the river (marked yellow) There was some reason I didnt like the look of it. I liked the look of open spaces and low land better at the time. Moruya has a very busy parachuting operation going, very professional looking outfit. Looks more like a well managed event and premises etc, very pro. Had 45min rest, loaded the boys up, decided to have a look at it to the north. The south where I had come in was no longer VMC. flight plan lodged. Had a bit of a look at the cloud bases when we got a bit closer..... looking..... No fuc3ing way . that country up toward the escarpment is deadly. and I know there is a few miles of extension of that cloud, its not just getting over a edge ... and, I dont have AH redundancy . We're staying here overnight I told the pax. No arguments. Cancel SAR. Friendly hanger people helped us get pub accomodation and meals. Turned into a enjoyable stay with my close friends. Next morning, GAF was OK, and the flying was fantastic. just some high cirrus..... Went up the Deua River Valley. Beautiful weather .This is the way to get out of here for sure No running the gauntlet up to the north west over that country. Maybe yes in good weather AND climbing to 8500 or 12500 up the coast first before heading west. Lodged flight plan on ground , departed with good climbing performance oto 8500' , got a clearance direct to Cowra over canberra, a good short cut.... ATC helpful as usual. 125-130kts ground. Just had to shoosh the passengers when ATC was talking. I think I'll do a intercom mod that suppresses the pax intercom when the radio talks, (but lets the pax still talk to eachother- like an exclusion mode)

I'm a bit old for strippers.

anyone else want to do the maths ? there is only a square root involved. or a number to the half power, if you like. and one multiplication. BrendAn ?

if cruise is say 90 kts at 75 % power, neglecting prop efficiency changes (increased prop speed = higher drag) and that the cruise drag for the wing was at the bottom of the drag/airspeed bathtub, (sensible design) then the best you can hope for at 100 % power is 104 kts...

no way. I dont beleive the CAS. that might be the IAS but noit the CAS at higher airspeeds the J230 jabiru over reads by about 7 knots at 115KCAS what's the 75% (18 lph) cruise speed ?

Turbs, WRT your power on stall cherokee comment etc- are you referring to a scenario where say, dragging it in shallow , under a fair bit of power with flaps40, at not much above Vso , where the wing at this airspeed and configuration has a sh1t ton of drag, and then suddenly the airspeed you had dives 5-10 knots due to some sort of change in headwind etc near the ground ? Certainly short fielders in gusty conditions with wind VRB is a snake pit of hazards. I dont think general instruction prepares students for how hazardous that scenario can be. This morning I was reading about the "St. Thomas 727 accident" American Airlines Flight 625, a Boeing 727 crash on April 27, 1976, at the St. Thomas airport in the U.S. Virgin Islands.. I've had my own spinctor tightening in gusty crosswind short field condix. Enough that I am very wary. anyway, please elaborate.

can your nynja even get to 110 kts in a vertical dive ?

" Stall 30 knots - Cruise 135" 135 kts... with 35 kts (Vso ?) stall..... geez you better be careful in anything but super smooth air unless it is aerobatic G rated.... (thinking about Va)

for your beer

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.