RFguy

have done it on Jabs, could do on my O360 I guess. used bosch knock sensor from aliexpress. you'll need a engine to torture to test My Kluger SUV advances the timing until it detects knock, and then backs off- how it makes a bit more from ULP98 compared to ULP91. the behaviour is visible in the JBEC connector telemetry.

Alan, on the bench did you change the orientation of the meter, compared to the orientation in the airplane ? like flat on its back on the bench ? and also to consider- if it lost contrast, could be one of the contrast power supply capacitors on the board, not the LCD

the display maybe. It's an LCD isnt it ? whether it is interchangable with other displays depends on whether they're using some custom display directly to the CPU, or a generic daya connection. send me picture of the front of the faded display, and also the insides of it LCDs life can reduce with high heat. Glen

These fuel bowsers in the middle of nowhere.... What fuel testing kits can be purchased ? (and of course I dont mean testing for water ) In Asia I saw a Robinson helicopter pilot testing AVGAS with a combo of half a dozen different test strips.....

In the PA28-180, Flew up to Mudgee (from Cowra NSW) for lunch to see a mate a couple of weekends back, good TAS at 9500. nil significant cloud. and then went up and had a good look at a Gulgong airstrip. YGGG Now is bitumen for about 1km, and nice grass at each end for a few hundred meters. great approaches, seems wind wise well orientated. E-W It's PPR, look up Bob Priddle in the book, he is a very nice bloke. then , last weekend flew down to wagga for lunch (again to see a mate) , plenty of canola flowers. few/6500 down there, scattered/5500 back. that's the nice big wing on the Archer, an extra foot longer compared to the Cherokee 180. non tapered.

I'm going to fly to Cowra > Murray Bridge soon, Wentworth might be a good place to pick up some more 98 ? and a good leg stretcher (3h in one way, 1.3 the other)

only Rotax FI. Lycoming/ Conty FI doesnt need electrons.... all mechanical.

I was certainly not proposing Sodium for propulsion in aircraft, we need another battery performance jump to make that work well. However, Onetrack, - LIFEPO4 can and do go thermal runaway bad. they are not immune from it. "If they do get damaged, LiFePO4 will only smoulder heavily, they don't turn into a runaway spontaneously-combusting event." is not true. I have seen it. But the cells were being abused, that's for sure , with overcharge. Still, they are substantially less likely to go bang in the first place compared to their Lithium high performance cousins, and I would not hesitate to have a good quality LIFEPO4 in my aircraft running the electronics. They do need to be shielded from radiative heat- must have shiny metal boxes around them to reflect the radiated heat from the engine.

yesterday I returned a favour and installed a Funk 833 for someone in Thruster . is a great radio, recommended. good feature set. I wired it direct to the battery terminals with 18AWG tefzel and a 5A inline blade fuse at the battery, rather than take my chances with the very mixed electrical setup in Thrusters which often means the alternator current shares all grounds putting noise into everything.

there is a new kid on the block, and I am using them commerciallyand if you are going to get a new battery, and going away from lead acid, then I beleive it is worth of contention. I'd much rather have one of these in my plane than any sort of Lithium chemstry lots of good reasons, including, no DG... and is good for cranking current. and they are less likely to go bang, and have a lower temperature during any thermal runaway. The twist is, their voltage range isnt quite as compatible with lead acid like LFP (Lithium Iron Phosphate) . and they weigh a bit more for same effort as lithium. but they're cheap. discharge curve looks like this - (per cell) which means in a lead acid 12V system, say 11V - 14.2V........with four cells in series, you are only going to be able to use about 55% of the total capacity but we dont tend to use capacity in our aircraft anyway. starting and a bit of run time in case of dead alternator. most can crank 8C to 20C, so a small battery can crank well. You still need to shield them from high temps in an engine bay- all batteries should have a shiny (metal) shield around them to reflect the radiated heat away from them this is not a bad treatment... anyway so much so I have changed over the family's battery frigge camping kit to Sodium.... https://www.batterydesign.net/chemistry/sodium-ion-battery/

with a full hopper ,the pilots tell me they maximise the length of the takeoff roll, in order to maximise the airspeed before they need to climb . the spec is probably what they have to do when spreading product out on a farm strip. AT cowra, 1600m, they often use the entire strip before climbing. *** Airspeed is your friend, especially with a full hopper .... better to have 30 kts over stall than 10 kts over stall with an engine failure at 50' I do same if I have plenty of runway.

sloping the antenna doesnt really change the antenna pattern too much considering what else affects the radiation pattern on the aircraft- all those odd shaped surfaces, cables etc What sloping does generally do is reduce the available bandwidth- this is, reduces the frequency range over which the VSWR, the match between the transmitter and the antenna, is good for. everything on an aircraft is a compromise whether its skin thickness or radios.... or drag etc that's what they are - flying compromises.

That's a little air tractor. AT502 by the look of it. the 1300 hp AT802 aircraft have many more blades. we have lots of them at Cowra. I dont know about 1600 hp.... Thruster88 would know.

back logged in for fiurst time in ages I do not agree with Burnie's advice about grounding. Antenna ground should go to nearest point on the metal frame closest to the antenna. which also might be electrical ground dependin gon how the aircraft is bonded. that's fine antenna can be sloped etc, that's all fine, as long as there is ground plane for it. tube ground plane is fine, only need to do more than that when you have a fibreglass plne, , needs ground plane of sorts (minimum two quarter wave radials in symmetry , or different sort of antenna. glen

yeah, this is a change of tune from Jabiru, and very welcome. I guess this is the new owners touch. and long overdue. In the past Jabiru would have not informed anyone unless you called up and asked you might get the real story, but never in writing....

need to know the voltage at the radio, rather than the battery voltage. See how close you can get a couple of alligator clips to the actual radio voltage.

sounds like the voltage is a bit low to the radio together with the strobe noises, sounds like wiring is /bad/faulty .

soundslike PTT is wired across the mic, and not the separate PTT input... (or both) ***somewhere in the wiring perhaps there is a short between mic and PTT. measure it on the back of the sockets with an ohmmeter....

Usually there is a broad overview and background "briefing" for what will be covered before a flight... But instructors can do what they please if they think it is useful .. all a judgement call, varies person to person... Though, Nev, I agree, steep turn onto final is something more advanced and for the experienced. Doesnt hurt for the the instructor to demonstrate what is possible, as long as caveats are spelt out....

I agree, I would have let you do your own thing and observed how you did . Maybe on a 2nd go at it, the instructor could demonstrate turning airspeed into altitude. There's no better way to learn than doing it by yourself My instructor Rob would probably have let me have a fist of it and observed what I did and then on the ground or at another time, discussed/workshop-ed it, but, every instructor has their own methods, nothing particularly wrong either way....... ....I dont mind the steep turn at 500' onto final if I have heaps of airspeed, height and that I know I can bleed off that airspeed with a heap of drag out when the time comes. That's all experience.... Be mindful that (deadstick) steep turning onto final is going to be done with a high loss of altitude..... My (clean) Piper at max weight, 45 deg bank , I would be flying at 85 kts to pull that off... (15 kts above stall for that weight and bank) ......and I probably am going to loose 500' doing it....(15-20 seconds) I usually fly that manouver by looking at where I want to land with one eye (out the side window.....) , and another eye on airspeed and bank angle....- pitching the aircraft down sufficiently to keep the airspeed high. IE in those cases I am flying airspeed, and everything else on the panel is a distant secondary - except maybe bank angle........ No real need to look at the altimeter in those cases, you probably have no idea of the ground height and experience will permit you to judge 'enough height',,,,

that's the thing- speed envelope... if you have plenty of power and runway, tune for top end.... no need for a CSU.... . how many ml/nm at 140k TAS ? (lph / TAS) as for the busted crank, could be anything. but one needs ot be careful of the situation of having a heavy weight at both ends of the crank. 520 manual says "Propellers with a Rotational Moment of Inertia of up to 0,8kgm² have been used with no known problems" whatever that means... The airmaster https://www.propellor.com/ap533hctf-snr67je says it's 0.5kg.m2 But ya dont know about the possible harmonic behaviour without some instrumentation attached.... I'd go with a 3 blade. and put some vibration instrumentation in xyz on the crankcase.

Mike, any reason this aircraft didnt get a CS /IFA prop ? particularly suited to a turbocharged engine? DOes it operate boost (>30") or is it pressure normalizing ? Seems like takeoff engine power left on the table with low static RPM.....

yeah, they may buy in very large quantity, so they might have a price advantage. Otherwise, there is no price advantage buying wire from the US compared to local EDMO. colors are usually small 50' rolls. everything else is by the foot. What you need behind the instrument panel will depend on what instrument connectors you have, like high density versus standard density D connectors (3 versus 2 row etc) . excess copper is weight. Be sure to be fully across AC43.13 for requirements of wire size (single and in bundles ) for circuit breaker sizes...

Suggest buy from EDMO. If you dont buy from australian supliers, there wont be any. Sure you can buy from Spruce if you like, but you'll pay more per foot.... Shame on anyone who doesnt buy from AUstralian suppliers when there is no good reason except lazyness.

I think I'd like to have at least 500 feet to lose to restart the Lycoming in my PA28.... and probably wouldnt attempt it below maybe 1000 feet if there was a place to land in sight.... better to concentrate on the landing, unless you have someone competent in the other seat to fly it while you are dealing with the primer etc, troubleshooting.....