RFguy

hmm Non invasively, the only way to figure if there is fuel in the lines is to tap the line and watch the pipe vibration frequency. but if the lines post the selector are full of water, you are dead in the water. so.... it needs to be detected between the tank and the fuel selector cock. and at a velocity of about 27cm/second in 1/4" line at cruise (8 gph) , that aint long o do something about it fuel injected system will behave differently. Primer comes from elsewhere. Might keep engine alive with primer if primer has access to the fuel ? WHat's the primer pumped quantity per push in the cherokee ? something like a 2" travel in a 1/4" bore every 3 seconds... no, that's not going to keep it USEFULLY alive. you are better to fly it.

The Funke looks good. inbuilt 2 place intercom.

yeah I was wondering as what rate it would pull the water out of the float bowl . maybe reduce throttle opening is better because it creates lower pressure and might assist vapourizing the water. dunno . water VP is only 2.5 kPa. fuel is ~ 30-60.... . 20 " of Hg pressure below atm .. 67kPa below ATM so no..... Does anyone know what happens in the real world witht his question ?

Does anyone know what the windmilling prop RPM will be for a Cherokee in best glide at WOT setting. (IE minimum intake restriction likely results in higher windmilling speed). Reason for question. In the case of water in the lines, how long does it take after changing tanks to ingest all the water through the engine, and given the low vapour pressure of water, will it even be effectively pulled into the intake system at all ? or will it just fill the float bowl and stop moving ? The 1/4 ID lines is only 31.7mL per meter. say a 1.3m worth from the fuel switch = 41mL, or at 7000mL/hour = 21 seconds.

1500' is hard. and she had to turn into the wind. room for one steep descending U turn, nothing else. Sounds like she did fine. It's one thing to practice, another thing to be severely time compressed and do all the steps. She says she didn't switch the tanks and was dirty with herself about it. But I dunno if there was enough altitude /time to switch the tanks and have the good tank deliver fuel to the carburettor....... especially if the lines were now full of water... I wonder if she looked at fuel pressure, that gauge is there also. But you might show fuel pressure if it was water, also. "fluid pressure" a filter missing off the pickup eh. a few things.... Was the aircraft perfectly level when she was draining out all the water ? I might drain them empty if there was that much water. 4 gallons in the right tank eh that's not much, that might be something to consider if you'd pulled a litre of water out of the wing.... but fine if you intend to go over to the fuller tank for landing phase. It's what I do, I have run my right tank down to 4 gallons and go onto the left tank with copius fuel . Piper floor air vents - close them for ditching ! I will remember that. The water in the fuel eh. I've never seen water in my fuel.. not ever, and the way pipe caps are done the only way water is getting in is in the source.... My guess is the engine fuel system got a bucket of water in it and that was the end of that.

honest with themselves and others, and wiling always to accept and evaluate criticism are the pilots that I can fly with. Remember what Viper said, " A good pilot is compelled to critically evaluate themselves so they can improve" etc.

yeah, there is variation across Jabs, especially early types. but in general, they have hot wires through the firewall, and no alternator disconnect from the battery. Both I am sure may lead to fires. But, in factory built LSA ' the manufacturer knows best' and there isnt any recourse to changing anything without leaning on the airspace regulator. The manufacturer of a factory built LSA having the last word is a feature of LSA. Someone help me understand WHY this is a feature ? I guess is does work for most LSA manufacturers, they respond to industry best practice more than J. appear to me to do.

waste of a good airframe. unfortunately also took the life on an innocent.

Great you are now PA28 familiar. I have 29 hours on type, now. They are the Commodore of the skies. easy to get parts for. not like Mooney's where there is a fight over rare 2nd hand parts ... yeah a useful beast. with one up, 2 hours of fuel, sea level, 25 flaps and a WOT before rolling, it will get off the ground very quickly. After I sell the Jab I will look for a 19- .... Savannah or Nynja/ RANS/ Zenith etc. maybe a sonex....

Take a look at the pressure versus flow curves for the pump you have in mind to determine suitability. Bit of pressure is useful to reducd chance of vapourization bubbles in hot weather / high altitude (high DA) ULP ops. You don't need much pressure to drive the Bings, as long as you get the flow

Cowra to Wagga for lunch. Wagga is another place I have not flown to myself, have been with others. Managed to figure out the taxiways. Locals very friendly. Lots of flying school activity in circuit, all had ADSB enabled so I could both hear and see what was going on on the tablet. Lodged real flight plan on the way back complete with sarwatch. Excellent Cafe at the terminal with broad operating hours. 5-17 weekdays, 5-1330 sat, 10-17 sunday. access from GA parking , get in and out via Gate 3. good coffee and OK food.

So, got a instant reply from the council. which is good. Parking on the grass is free. Parking on the hardstand is space limited and $10/hour.

There is a limit of the voltage produced without load. Regulators and alternators will survive it if load is disconnected. Dont worry about that. Danny have a look at a mid 70s schematic of a Piper Warrior or something, that will show the right way to do things in terms of battery and alternator disconnect. As for standards- in GA you will not satisfy the criteria unless there is a battery isolator. GA is driven by criteria to meet to ensure reliability and safety. There are generally two types of criteria that would apply- there may be a specific requirement in AC43 AND there will be the catch all 'thought shallt make every possible fault remote' elsewhere. As for 19/24, I doubt there is any requirement at all, (it would be in the ATSM) since Jabiru factory airframes have unfised, uninterruptable hot battery wires that are not particularly thick going through the firewire through metal grommets - a fire waiting to happen- (the only problem with Jabiru airframes IMO- otherwise they are excellent) . RAAaus doesnt make technical specifications, it refers to them.

Anyone used this tool ? scroll to bottom and click START https://www.atsb.gov.au/avdata

might do this trip in next couple of weeks any suggestions ? main airport probably most convenient. Camden Haven also looks friendly. -glen

I put a report in. I was fair. identified possible causes and mitigation strategies...

Living with a flying school with 6+ planes airborne in the VC is busy. 1 RPT is not... But it wouldnt be any worse than Bankstown or Moorabbin. But maybe it is worse without tower OR defined approach/departure methods. Maybe' its the most dangerous airspace in the country.

Mechanical is good ! On the master breaker ? For an LSA ? You'd need to consult the ASTM for LSAs Probably not required because Jabirus have hot wires through the firewall and no isolator and they also have fires.... (should be the subject of an AD but .....) or maybe they are required but there isnt a competent body to check this stuff ? Danny, you could substitute it for a 200A relay as a master (IE starter runs through it also) , I've posted an affordable , reliable professional option a few times.

This was only 2 or 3 aircraft in circuit total . I've been in circuit with 4 other student/instructor PA28s without issue , (plus 2 x twin inbound !) , and everybody was making calls on every sector, no issue, everybody flying with the required position and awareness. It's tight , everyone is on their toes, but we all manage. This was likely at the end of the student intake where there is a bit of experience . Often one plane decides it's too much and goes and does an orbit etc , as if someone does a full stop, that jams of the runway for the next close aircraft..... This situation occurred with the students in their first few hours of flying experience, so while this is a specific situation, I think we need a generalized solution. One of my circuits I went a little wider and extended to downwind to get some spacing. So, something will need to change in the procedures to satisfy me from this point onward . Now, I could have slowed right down to give the aircraft in front that was seen to be wayward in their circuits for several circuits, but the 2nm separation should have been enough . Their crosswind must have been extra deep and perhaps their upwind extended. Would a downwind call by the student aircraft have prevented this ? No, probably not if I was early downwind and they were late (wide) downwind. Only a inflexion point call would have given position info- IE TURNING base, TURNING downwind. That provides more info. But in this case if I had heard a TURNING BASE call, I wouldnt have seen them into the sky I was looking into . I might have become a bit concerned when looking for them on base BUT you need to be flying your own aircraft also...... (I was looking for them late base when they came across my nose) So think this comes back to flying accurate circuits . Circuits always will vary a bit but this was a case where all the aircraft are PA28s of some sort. Wasnt like there was a twin trainer doing circuits amongst us, that usually messes things u a bit , but is rare. They are doing different training. I'll also look at my legal obligations to make a report, and whether I see any benefit to others doing this, since I think this can be mitigated with better procedures. I'll be at the airfield tomorrow.

I know of a few 912 failures, nothing related to the crankcase- majority all fuel delivery issues (carb or fuel supply) (complete stop) - and a couple of ignition module issues which were not complete stop..

MOS26.43 Supplemental oxygen (MOS 26.43) An aircraft must carry sufficient supplemental oxygen as described in Table 25. Fitted or carried supplemental oxygen, must be able to be stored and dispensed to the crew and passengers. Flight crew members must use supplemental oxygen in accordance with the supply requirements set out in Table 25.

I can just tell when I am not cool as a cucumber. Very distinctly. In varying amounts. and nothing better shows that then going to an unfamiliar AD with a few planes in the mix. First obvious thing, tighter grip on yoke/ stick than required. etc etc legs frozen a little bit instead of dancing on the pedals . Breathing not smooth. All really subtle tell-tales that this is not your home patch. It's OK (unless you dont read you own signs) . On RPT- yes the Cessna Caravan courier plane that comes in daily, they just come and go in the direction they are travelling on their milk run. Parkes is same, terminal at south end, land to the south , take off heading north (no taxi).

very good points Nev. I know that I can monitor / estimate my competency and recency and capacity by simply noting my stress hormone level . It goes up significantly when I am away from my home field at another field.... and when stress hormones are up, checklists become more critical.

It is significant that at least in the AIP, every couple of years there has been a change of the way they spell it out.. at least 4 times since 2011..... Now, the most recent AIP, that I think I can interpret with the intention of the text. But they did change it since 2017, presumably people like me writing in and querying.

I think it is fine to say 'screw the MARAP system ' as long as you can demonstrate AND document that you did your homework (specification suitability) AND followed best practice. The insurance issues are something else. I'd be assuming your airframe insurance wont be covered / valid so forget that. I suggest to people if they have or want a factory aircraft , get one that doesn't need mods, not too old, and insure it fully, or go the other side which is fly an 19- aircraft, forget insurance (would it really payout) that screams experimental on the instrument panel and fly it with care and not over built up areas without able to glide. If you are going to crash big time, well you'll probably be dead anyway so don't worry. Its a reason I'm selling my 24- Jab230 and will look for a 19- aircraft .