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RFguy

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  1. RFguy
    The air is different in Europe, the air they breath and fly in is denser by being subsidised as extra 0.3kg per cubic meter by taxpayers , leading to a lack of world competetiveness, and aircraft that can only meet their specifications in european air.
  2. RFguy
    Hi Mark I see some aircraft have BRS fitted behind the instrument panel.... Is the S21 Conty mount just for a generic continental, or is there something specific about a Titan 340cu" ?
  3. RFguy
    I might add on the Va thing, while its accepted Va can calculated by taking the clean stall speed multiplied by the squareroot of the load factor, In the example I used above of the ATEC, that was the designed load factor (3.8g normal category ). HOWEVER If the aircraft did not break say until 8g, then the designer might use that value in the calculation of Va (but the FAA might not like it) . In the book , Faeta NG is given at 600kg, Vs1 of 40 kts. and 4G limit. which implies a Va of sqrt(4) * 40 = 80 kts. If the aircraft didnt actually fail until say, 8G, the mfr might write down 113 kts. That might be OK for LSA, but for a Part 91 aircraft , the FAA wouldnt accept that (is my reading).
  4. RFguy
    I imagine they'll move prop maybe forward, battery forward , oil tank fwd etc etc all the usual. The TAS is good, Mark. 10,000'. Well like I always say, if you fly low you are leaving TAS on the table. (said from a cross country flyer's perspective). Mike when are you back in Australia ? Stuart and I will make a trip to see you. cheers,
  5. RFguy
    yeah 915 is better because there is a turbocharger there.... but hard to go past an O320, surely ??? (or was it a 235 you were looking at ? ) what about CG Mark- do they need to move the propellor location forward to get the same CG range ? (IE without that paperweight Lyco-conty on the front) ? or is the paperweight actually too heavy (or suboptimal) for it ?
  6. RFguy
    I expect they would sell a ton of J230 airframes with a 3 blade 912ULS in them. and 914/915 as a upmarket option. although these days, there are many composite competitors snapping at their heels. It's not a complete shoe-in. assuming same thrustline and prop location (as I had), cowling needs to be bulged a bit on front lower to accomodate the exhaust headers from the front two cylinders.. not too much work really.
  7. RFguy
    I suspect a few high profile failures at this stage of market penetration could be curtains for UL, unfortunately. Yeah, Jab engines with Jab factory props (whether wood or composite) give a statistically insignificant number of reported problems. Ever seen the big bearing at the front of a lycoming ? a few inches long ! There is a reason for this... Jab also put alignment-fixing dowels onto the crankshaft-prop flange sometime around 2013, also. So something must have been amiss that we didnt hear much about.
  8. RFguy
    I'd absolutely suggest using a Lyco or a Conty. The UL while similar to the Jab, it doesn't have much case time compared to the Jab which hasnt changed in the bottom end for a long time..... Jabs bottom ends dont give any problem unless their thru bolts break or are not correctly fastened (assuming initial assembly was good) . I'd suggest for others a low cost on-condition post TBO Lyco is still a better bet, if the aircraft can deal with the extra weight, which can be reduced with electronic magnetos, getting rid of the vaccum pump, lightened exhaust system, lightened rocker covers etc etc. I would be HIGHLY surprised if the Airmaster was suitable for the UL, since the moment of inertia is miles beyond the listed limit for the Jab engines, and the bearing setup is similar.
  9. RFguy
    If I assume it is a normal category aircraft (3.8g) at MTOW, and the clean stall is 39 kts at 585kg, then the ATEC faeta ..... Va is 76 knots. (@MTOW J230D is ~92 kts) So you better slow down if you don't want to overstress the airframe. Saying that I would still like to own one of these aircraft for high speed, low cost commuting. anyway this forum is about the JABIRU SALE.
  10. RFguy
    yeah adjustable seats are done by swapping out various under your butt + behind your back foam/cushion combos......
  11. RFguy
    SKippy, Jabirus are fine. I think I have to slap you with those remarks. Push pull controls need very little maintenance. The whole floor , covers, and rear has to be pulled up in my PIper to inspect the myriad of cables, wires, pulleys, wheels turnbuckles etc etc Stall speed is fine. 40 knots is fine. ANything slower than that and unless your technique is good and you have a giant rudderm, crosswinds will be MUCH more of an issue for a pilot of average ability. Slow is not always good. Wing is fast enough and is very efficient. You will not go much faster than they do for a given stall speed and airframe weight . The Jabiru is about as good as it gets. sure could have a tidy up on gap seals etc, but it isnt much . Lower stall speed is an issue if you want to go fast because Va is proportional to stall speed. This means if it is ever bumpy, you will have to fly MUCH slower otherwise the aircraft will be overstressed. Sure yoru Faeta will cruise at 125 k, but it has to slow down to like 70 k if it gets bumpy !
  12. RFguy
    yep, you can buy a 912ULS core for 28k. all accessories if you buy rotax (expensive) ones brings it to mid 30s, I think. But you get 2000 hours TBO without touching it , almost. Still , I don't hear too many gen4s blowing up these days, either. Hopefully, New Jabiru will offer Rotax powerplant for their aircraft. They'd sell alot of J230 hulls. They might outdo C172s.
  13. RFguy
    update. on the HDX performing a CDI (course deviation indicator) function . using an ARINC429 interface (a type of aviation instrument bus) between a WASS GPS IFR approved navigator (like 430, 530, 175 , 375 etc) the HDX skyview is FAA approved for IFR for using the CDI function in the Skyview. That is, no discrete CDI required in that case. (according to the manufacturer in writing) .
  14. RFguy
    well, an RPL and class 2 BASIC medical is a pretty easy conversion. This leaves the issue for aircraft that can fly at 700kg (J230) but are placarded to 600kg. and.. what are the pathways for uprating an existing factory LSA. Can it be done by re writing the placard and turning it into a 24-experimental via an MARAP ? (I wouldnt recommend at J230 > 700kg because I think the mains are not up to the increased landing speed energy having seen two broken now on others landing downwind)
  15. RFguy
    I would think those numbers are within the normal range of the test precision. Sounds fine. If you get low leakdowns , WHY is just as important as the numbers to whether or not it is airworthy. Tank gurgles are normal. For a high hour 914, good numbers- nothing to be concerned about at all. Many rotax go 3000 hours+ without rings being done. Check if the leaks are happening on the exhaust valves- there was a SERVICE BULLETIN for 914 on the exhaust valves (in recent times) . Footnote- For Jabiru- Jabiru engine are not tolerant to brewing troubles like other engines. For Jabiru- Suggest investigating the WHY if leakdowns are lower than 70, and ground the aircraft if lower than 60. A leakdown lower than 60 on a Jabiru engine may indicate imminent engine failure will occur. (valves not closing (and will separate) , stuck/ broken rings, cracked piston)
  16. RFguy
    And you wouldnt reach the pitch trim wheel in that condition in the 172...... (compared to rearward located trim in the Archer) .
  17. RFguy
    KG- sounds like an ordeal you would rather not revisit.... So does the Cessna go that far back for what purpose ? In my Archer, full seat back would be still flyable, just a little bit of a stretch- Although I am tall and lanky so I have long reach....
  18. RFguy
    interesting. I clearly have something to learn. so.. just how far do you end back if the seat goes back ?
  19. RFguy
    hard to see how close the trees were. Better to run into the trees than stall. Assuming not a control surface failure (remote) : What's missing here is the basics- not pushing the nose down if the airspeed is critical... no matter what the circumstance. Must keep aircraft flying. no matter what . If time, turn the fuel and the master off. and cover your face with your hands as you go into the trees. Nothing much to learn here .. IMO..... (control surface failure aside)
  20. RFguy
    Hi All, thanks for the replies and ops. Yes, certified. Otherwise I would go MGL in a pinch. Eager to foster competition in the space hence looking at non Garmins (nothing wrong with the Garmin, is the top kit) . Although I'll probably end up with a used '430 or '530 since they're very affordable.
  21. RFguy
    Anyone used the Dynon HDX kit ? Looking for non Garmin options... -glen
  22. RFguy
    but when you are up in the sky, another SE2 is all you need. (that and something to display it) There are quite a few applications that will display the SE2 data (GDL90 ) onto a map, not just Ozrunways. also onto EFIS screens via a wifi converter.
  23. RFguy
    flight radar24 or flight aware flightaware has better server - system software. FLight radar24 has been presentation but more troublesome server systems, I have found anyway. Generally, you will upload to both from the one Raspberry Pi or PC. You need an internet connection you can use- the data usage will be bugger all, especially if you reduce the seensitivity so it can only see 20nm etc instead of 100 nm.
  24. RFguy
    Do you have a local receiver for ADSB ?
  25. RFguy
    HI OK, but the pulses are extremely narrow- IE the energy per second is miniscule. At 1m away, the SE2 will produce a peak level of about 1.6W/sqM, and a time averaged value of no more than 2.4mW/sqM For the record- let's look up the peak level for 1090 MHz in the latest ARPANSA STD Rev 1 Page 6 section 2.3 Table 5 Peak spatial 24W/sqM. We have peak of 1.6W/sqM . General public : Local Head and Torso - 2 W/kg. averaged over 6 minutes. Peak level cannot exceed 0.72kJ/kg Another way - Table 6 : 8.5kJ/m2 . The peak spatial is 1.6W/m2 (150uS) = 240uJ , a long way below the 8.5kJ Suggestion - keep it > 30cm away anyway- why - any less and your presence be affecting its performance. The head will soak it up. Permitted peak level will be exceeded at about 20cm. Levels fall with square of distance, so at 1m, there isnt much left.
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