RFguy

mmmmm looks short on cooling surface area.-- but might be OK is the aluminium is the right type and cooling airflow done right. wonder how many bearings. nice big pots. (Lycoming) flywheel and prop together I like. (Lycoming) carb attached to sump etc and inlets I like (a la Lycoming) single carb I like. (Lycoming) maybe a hot upgrade for 2200 jabiru powered beasts ? HOWEVER not competitive with a 912..... so.... ?????

On way back from Oshkosh + Dayton Air museum on Friday - 787 turnback. groan ...... WX RADAR is on the M.E.L. list for a night-flight across the pacific... an expensive night for United me thinks....dump fuel etc. (50 tons ?) https://www.faa.gov/sites/faa.gov/files/MMEL_B-787_Rev_18_Draft.pdf In Section 34, Navigation. Geez the MEL is longer than my PA28....

It's the battery that causes the compass swing.... I have mine a few inches away. So the ticking- that is the device sending ADSB bursts. If it is giving you a ticking in your audio, you are probably missing an earth or a shield on your microphone/headset/speaker/ intercom wiring. The other possibilities is, could be getting into fancy NC headphones if that's what you are using.

Yup. .same problem at Cowra. At the centre of 5 CTAFs within 60 nm ! I have put that problem- solution into my ATSB report on my near hit last month. I found out the way to a get the ball rolling with addressing the need for a CTAF change is via a certain committee. : Moruya just got a CTAF change. I got this from Air Services : "The responsibility for the approval to change a CTAF falls to CASA. The process is to create a consultation on the Aviation State Engagement Forum (AvSEF). New South Wales | Aviation State Engagement Forum (avsef.gov.au) "" You can also get in touch with the NSW AvSEF Convenor . (or QLD for you guys) ....---Glen at Oshkosh.

I was doing crosswind practice on the weekend at a variety of different ADs (Young >> cootmundra >> , temora into a medley to keep me on my toes) ) wing down method, abotu 7-10 kts pure Xwind,, not much but I need practice. The first 6 were pretty good. . remarkably easy, and I did a left wheel down, right wheel down, left wheel down and my coordination is much better with wind on my right. One the last I did at Temora, getting a bit tired AND I had a bunch of glider people standing at the threshold watching me, I let it get too slow in the wing down flare and it dropped the high wing. oops . which caused a bounce and on 2nd bounce where airspeed got too low for positive control, triggered an immediate go around. nosewheel never touched the ground. plenty of elevator still left. Looked terrible I guess. fortunately the wing that was into the wind was only a foot off the ground....... The telltale of it coming was that the aeleron control started to disappear and the rudder started to dominate. anyway, now I know the limits and not to reduce power too much (I reduced power too much and didnt arrest the falling airspeed) . ... How do people stay current on this stuff and only fly once a month in perfect condix ?

Balazs "It this could cause the seals to deform and be ejected, which I also wanted to avoid." No, this will not occur . too much oil and it will simply be ejected out the dipstick crankcase breather. It is suspected (no proof) that high oil levels can contribute to oil foaming and loss of oil flow and higher temps, but you dont have this problem. 100-115kmh. (57kts) This is too slow. The manual specifies a minimum of 2.4 inches of water (600 Pascals) at 25 deg C across the inlet plenum and the cowling inside . JEM3302 . see section 11.9. 2.4" of water across the plenum requires about 3.4" of water ram air pressure - depending on cowling exit size. so the minimum airspeed that this can be acheived is 65 knots (120 km/h) and that's at 25 deg C Use of a negative p[ressure cowl lip to increase the pressure differential is likely required. It really is just too slow for a Jabiru eninge with standard plenums I highly recommend you read chapter 11 " cooling system " of the JEM3302 manual (engine installation) ! https://jabiru.net.au/wp-content/uploads/2020/04/JEM3302-9-_Inst-03_04-20.pdf

I wonder , can you get your (poor) fuel economy (IE thrust/kg fuel input) back going high ish, say 18k?. have not done the sums.

I wonder how much the compressor has in hand with altitude ? I guess alot of performance is left on the table without a heated flight suit and oxygen ! IAS at sea level 150 kts, TAS at 12k 180kts TAS at 17500 200kts..... I've realised easiest way to go fast and economically is go high...

In a high cross wind, wing down, when you put one wheel down, you will approximate that type of slip anyway. In fact at full rudder, max Xwind, it would be similar. Nev I do agree with a general 'warning symbol' - a potentially hazardous manouver if performed without correct technique. WHen I was practicing EPs in the PA28, I could get > 2000 fpm . However- dont try that too close to the ground, there is a fair chunk of DOWN inertia with a 1 ton airplane descending at >2000 fpm at 75 kts. takes a while to stop going down once the slip is removed. I was made aware of this before doing it .

There is probably still a bucket of thrust at 2200 RPM. Probably 1/7th the thrust compared to when at TO rotation. descent - How about full flap and a slip ? I have , in a Vixxen, found that very effective. The rudder is quite big.

ARO said : " The idea is to work out where other aircraft are before you try to be in the same place. " love it. yes. so true. As for the Xair, I think you are over worried about any issue. The Xair wont be any different from any other problem unless you are threading yourself into a circuits full of planes. and then everybody is on their toes anyway. If your circuits are tight 500 footers, and your timing is right, radio calling is good, that should work just fine. I would have thought in an Xair you wouldnt be spending hours in the circuit either. The problem with congestion might occur if you fly too deep on downwind, or too wide etc. But that also goes for aircraft flying 1000' circuits. The other thing, is, if uncomfortable , there a strip you can TO and fly to for bulk circuit work? like a croppers dirt strip somewhere ? The Xair wont need much strip...

again, need the above information - 1) what airspeed and OAT are you climbing at ? 2) What is the cross sectional area of the oil cooler ? What is the cross sectional area of the air intake to the oil cooler duct ? What angle is the oil cooler to horizontal ? 3) What are the CHTs during the WOT climb ? assumption is you are climbing always at WOT . you should be unless you are S&L. WOT is full rich (or should be if the carb is set up correctly), that is how a Jab engine needs to be run. Operating the engine in a cruise climb is a recipe for overheating due to simultaneous reduced airspeed, high power output and leaner micture.

SkyEcho generates position data on the wifi interface. then you must have a program that takes the GDL90 info and puts it onto a display or record. Or, Skyecho transmits its (approximate) position to an ADSB base sation which then receives the data and displays it somewhere.

That does look like an oil cooler I have seen on many 2200 jabirus. Likely most likely issue is that there are leaks around, or the oil cooler is not acheiving enough pressure differential across it. Using some silicone tube, make up a water manometer and measure what the pressure difference is between say, in the cabin, and the engine cowling. Other 'likely' is that the oil cooler has a blockage in it ! I HAVE seen that.... WHen you are climbing in the Storch, what airspeed are you climbing at? It's unlikely the cooling will be adaquite with less than 70 kts of airspeed. There are a few other maybes like too much oil frothing the oil maybe, leading to low flow rate. Is the oil filter good ? oil pressure - what is it ? what temperatures is the oil getting to ?

I do like that suggestion : "Deciding on some easy map points as lead ins to the airport area gives your mind some time to orient." Orientation - awareness so true !!!! IE pick a lake etc at 90 deg to the RWY out a few miles to fly overhead and fix yoruself on the map (map on your lap or map in your head). Now, you have oriented yoruself. when I went into Maitland for the first time, I flew over a large electricity substation 4nm out to orientate myself. It's almost like having a VFR approach point. When I came back to cowra the other day after a long day, I arrived without thinking of my orientation and then suddenly had lots to do. I knew the wind, that was about it. IE ask the question in my head, what is going to be the approach path I will take for the last 5 miles that will result in the least chance of conflict and confusion and fitting in? talking about awareness and FUs .... The other day I radio announced at YCBB that " I would be taking off on 29, and then departing off the downwind leg to the south." I took off on 29, and then I flew west after my 500' turn.. because......because I thought that was south. It looked like south ! WTF did I do ? Fortunately no one around. Distractions is what did it. It was because I didnt do my usual thing of mouthing out loud to myself my departure proceedure. ("I will depart of 29, climb at 80 kts until 500', and then left turn onto a bearing of 181 degrees. "... and I didnt set my DG on the runway before TO. tut tut !!!!! FFS Glen.....) distractions. ***Whilst we remember most things, checklists are necessary when there are distractions.

I'm cautious where I do orbits. I am very careful/ concerned on crossing RWY approach and departure headings..... not so bad when there is a wind up and the pattern is a little more defined, IE you can be more confident something isnt going to come up at you from that departure direction...... but I feel for me, alot of tension / stress in a zero wind situation with the potential planes departing off either directions on the RWY. IE each end of the RWY out to perhaps 5nm can be hot with traffic at 1500' and below. In those cases my approaches are always midfield, cross wind , and I am tangental to the RWY heading inbound for at least a couple of miles . but even then that's no guarantee....

ready to get mixed up in someone coming over midfield cross wind.....from one direction at circuit height or the other at 1500' Plenty of choices for conflict ! 🙂

no no no no orbits in circuit, I was referring to INBOUND. sorry for the confusion

I'm talking uncontrolled class G. Not D or C. well you dont have an option in C unless you have a very good reason. and in D everyone is surely expecting you to be proficient and do get it right and stick to the program / proceedures / guidelines ?

My concerns are all about other non commercial GA and RA. I dont find RPT or commercial GA ops any issue. they communicate well on the radio, and you know that generally they'll do a straight in- IE there is no guess to their intentions. If I have ever been in a race into the strip with anything larger like a Caravan I just go and do an orbit . and I dont ask them if they want me to do an orbit, I just ANNOUNCE that I am doing an orbit . if I am running up someone's arse on a circuit I will just tell them I am slowing down to give them some room, not wishy washy like " do you want me to slow down to give you some room ? ". what HAS to happen to ensure SAFE ops is (usually) already apparent so there is no need to introduce any uncertainty.

Traffic displays are excellent as long as your primary task is flying the airplane and generally looking around. BUT We are all taught on the circuit corners- clear right, clear ahead, clear left. that's actively looking. But really its very much cursory looking. I really doubt you are going to see traffic on those brief looks unless you're about to be gunned out of the sky in a collision. Let's be frank- circuits are flying intense, there is alot to do, the only time you get to just smell the napalm is about 30 seconds of the downwind and maybe on the base leg you get a bit of a view of what's going on on final and on the RWY and taxiways. Seeingn airborne aircraft more than 300' off the ground depends so much on the background and lighting. Oh, Comon Man ! (with apologies to Biden) It's unrealistic to think people are going to be gazing around out of their aircraft doing circuits looking for pinspots in the sky against busy backgrounds when they are likely busy with flying especially if there is some wind, or bumps. and more so , students. I mean that with vigour. Oh, Comon Man ! Just like Biden puts it when he points out something obvious https://www.youtube.com/watch?v=yjjoGjh9xM8 So, any sort of traffic assistance that can tell you when you need to be on your guard is useful.

I think you only see other aircraft when you know within a 30 deg cone where to look. and the background has to be cooperative. coming back into cowra last sunday arvo, I was (we were) joining downwind for 33 from the north, and I had two aircraft coming in from the west couple of miles further out. Fortunately they both figured how how to organise themselves and joined one after the other over the top 1500' with a 180 turn and mid field cross wind . nice. so I wasnt worried at all, everybody was aware of everything. plenty of communication. It was good choice for them to come in over the top of me at 1500 (while I was downwind ) and do the 180 down to circuit height- ensured no issues. So alot of this comes down to defensive choices. HOWEVER ! I did see them 5 miles out to the west-----only because I looked where i thought they would be, there there they were !!!. aircraft against dark clouds. One had their landing light on - the low wing PMU , and that was a piece of cake (and they had ADSB on and my flight crew bitch Thruster88 was watching them on ADSB)

I think renewal fee should be on MTOW .

didnt have to find it they got it out of the hanger.. its OK. has been rebuilt. needs skins and a big cleanup. 582 engine (replaced) now 15yrs old and 170 hours. AF 2300h TT, about 300 since rebuild.

YCWR >> YCBB Nice flight to go and look at a Thruster for sale with @Thruster88. Owner did have 900m field , I did an approach but felt it a bit much for my experience with sloped fields. On walking it, the slope seems less intimidating than from the air. wide and smooth. was original Coonabarabran airport from 1958 . .....Went back to the town airport 4 miles away. Nice spot for an airport, very clean and open field with good approaches and a nice surface. First time I've flown around through a line of showers on enroute, also. On way home, improved WX managed to get back up to 8500. If you are going to fly at 65% power, than anything less than 10,000 feet is leaving TAS on the table.