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RFguy

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Everything posted by RFguy

  1. RFguy
    Press autoland.
  2. RFguy
    The Cirrus has some fancy crash absorption honeycomb in the seats. One uneventful afternoon in Tony's Cirrus I got into the POH and discovered "Though shall not kneel on the seats" since the high (knee) pressure can damage the absorption matrix. I like your driving test mantra, Nev. Jack, I think an engine fire in a fibreglass aircraft like the Jabiru would be bad. The glass temperature is very low. So I guess its a matter of how much damage can ~ 40mL of fuel do in the pipes and 4 litres of oil in the system and decide from there. I'm not really familiar with the way engine oil fires burn.
  3. RFguy
    I am trained that "The Germans are coming- less than 5 minutes to get airborne".... get checks / checklist done and go. No 20 minute ground running .
  4. RFguy
    Skippy, - Rotax also run on ACTUAL engine running hours, where as my Lycoming is Tacho / airswitch. so run-up hours on a cold Rotax really chew into the Rotax TBO- hence fast warmup by oil thermostat (and ideally, water radiator 90% bypass thermostat) . Both of those thermostat methods dont completely kill the cooler circulation.
  5. RFguy
    "Suction tension dominated most likely by the oil cooler." SKippy -go and read the oil cooler pressure drops at the rotax flow, and then cross reference to the manual. you will find it is thin ice and something to be adhered to and measured/verified PER THE BOOK.
  6. RFguy
    Scott is right on. In addition I'll add: 1) I'd plumb in a T on the suction link (oil cooler to crankcase) so you can verify that the maximum suction (tension) is not exceeded (per the book ! ) 2) If you have more than a meter run to the oil tank, I would go one bigger on oil hose above the rotax specification. This gives you a little more margin on cold running/starting 3) I have seen a few long tank rotax installs in the std book size hose that my calcs say would cause the system to exceed the maximum suction . In cool winter climates, I would plumb in a Denali etc oil thermostat. Although the Rotax oil, a multigrade, doesnt get too thick in the cold. Suction tension dominated most likely by the oil cooler.
  7. RFguy
    I'd be looking at mechanical issues first, since that might uncover something wrong that is hazardous. runaway/stuck trim is nasty. Anyway, see how you go with the switch.
  8. RFguy
    Jeff , only problem with those radios is they really need the "HEAD" to make them walk and talk . However, as I read the manual, it is possible to put it into some modes with a little programming and direct access to the RS232 port. So that's easy from my POV. Send it to me if you like, but not until after first week in June. I am a little choked up right now, just moved my factory, got a new plane etc etc MGL are very easy to deal with so I'm happy to look at this.
  9. RFguy
    good, all the usual stuff dont push on, dont fly into IMC yeah bla bla bla and dont fly into IMC in stormy weather etc etc bla bla bla.. Maybe I am suffering "dont fly into IMC video - itis" BUT did this pilot actually fly into IMC? is that known fact ??, or did the pilot suffer some other difficulty in severe turbulence, rotors, etc etc ? The panel discussion seems to assume that flying into IMC was a fact. I have seen clouds around me BKN and within 5 seconds, the whole lot become OVC , (which I had flown out of before it happened) IE all holes and puffys surrounding me within 5 seconds in the tablelands. Wasnt bad weather, either. Maybe this happened.
  10. RFguy
    "unreasonable" ? unreadable or unreasonable ? SO - identical radio model, changed out, and problem fixed ?
  11. RFguy
    Having flown the Piper for a bit now, with that huge well located flap lever , I am a convert on manually operated flaps. The force feedback tells you plenty. At least on that big plane. DIdnt feel much force feedback on the Vixxen. I'm inclined to provide some sort of load indicator etc for my Jabiru electric flaps (motor current) . More likely to pick up some issue with flap deployment that way or provide some advanced warning of something amiss/ non square. (or an additional distraction right when you dont need one)
  12. RFguy
    OK, well same instruction applies I think. mechanical inspection etc etc etc
  13. RFguy
    Flaps are under a fair load when airborne. I can tell that because in my Archer, the flap lever "Johnson bar" is quite heavy compared to stationary on ground. For me, this suggests a LOAD issue- IE the flap motor is under load. I'd start by checking on the ground, over full range, visual inspect every mechanical linkage and joint , arm, crank - for "good mechanical behaviour' over full range of travel. IE everything that should be square is square, flap tracks run easily etc. You might disconnect from the motor and push/pull wind yourself to see if there are any hard spots over the travel. If you can measure the motor current in flight. see what it does. I think its either 1) mechanical issue (leading to a motor load issue) 2) motor fault / wiring fault.
  14. RFguy
    Mostly, for simple series motors, the reverse is handled by a cross wiring arrangement on the back of a DPDT centre off toggle switch + and - go to the switch, and two wires go to the motor. Some motors have three wires, which becomes 1 common and direction selection. There might be a common ground (return) , and two positives (one for each direction) . Or the positive might be common, and have two switched returns. if it doesnt always work, check that there is sufficient voltage at the motor (pair of crocodile clips etc and a multimeter) , watch the voltage when it stalls or doesnt move. THE OTHER thing is, all motors will have (or should have) microswitch limit switches- you might have a dicky switch / actuator causing the system to think it is end of travel when it is not. Failing all that, do a no load test on the motor- IE without the crank connected and see if it behaves. -glen
  15. RFguy
    You could probably get something from CJs or EDMO. TRY BAMBACH cables in Brookvale. (AUstralian made cables). well its where I buy all my non aviation cables from ...
  16. RFguy
    factory mute all sounds suspicious. are they just connected together? They should NOT be connected together IIRC.
  17. RFguy

    J170D Production

    RFguy replied to CAV0K's topic in Jabiru

    Jab- IMO in helpful / benign conditions, if the minimum airspeed is nailed (experienced pilot with experience in aircraft)) then that can be landed 'STOL'. but if the conditions vary from helpful, (IMO) there is no way you can hold that required minimum airspeed during final approach for the short landing without hazard. Generally the aircraft (J230) is going to want at least 37 kts when in the flare, stall horn blaring, nose up steep.... so, compared to an aircraft that prefers to land at 25 to 30 kts, you are behind the ball....... That's the book method, anyway. I guess another STOL method might be a steep descent at idle in a full flap slip with a rather abrupt , well timed and critical performed energy exchange flare, (sounds more like a helicopter autorotation landing) but that's a precision bit of work, also. (getting them to finally stop is another thing with the average brakes)
  18. RFguy

    J170D Production

    RFguy replied to CAV0K's topic in Jabiru

    IMO the jab wing doesnt lend itself to STOL ops. sort of the opposite... Will glide forever right down to the bitter end. Buy a Thruster, Ninjya, Sav , Zenith, Rans etc etc etc if you need STOL. want and need two different things. Compared to the high wings I am yet to get as 'enthusiastic' on wing down with the Archer mainly because I am not quite sure yet (insufficient time on type) to exactly how close the wing gets to the ground. BUT I suspect with the very wide stance of the Archer's mains, I expect the main will contact way before any crazy angle is reached on roll. IE in the Jab, Brumby etc, in a wing down X wind landing, I can see exactly where my main gear and wing I am putting down is. It's (educated) guess work in the low wing. did 5 circuits today (Archer) with 15 kts all Xwind.....
  19. RFguy
    right.... SO confirm 1) when valid signal present, either radio green 'receive active' LED is lit (indicating receiving a signal), and signal from a local portable or something , but NO audio? 2) open radio squelch (like pull icom vol knob) , do you hear noise + green activity LED lit ? (if fn available) 3) transmit voice on either radio is heard by another radio elsewhere ? It is like there is a remote mute or audio suppression active on a radio pin. or intercom 23,24,25 Can you connect up an earphone between the radio output and ground (IE radio output at the back of the switch) ? Need to verify audio is present at the output of the radios before continuing. an earphone etc will work. glen
  20. RFguy
    mmmm Is this an external intercom to the radios, or two radios wired up with a switch, or paralleled outputs or inputs ???? Please provide a mud map ! thanks glen.
  21. RFguy
    or a six engined flying boat made out of wood ?
  22. RFguy

    J170D Production

    RFguy replied to CAV0K's topic in Jabiru

    Jabiru will need to get costs in check I think if they want to remain competitive. The J170 as a flying school machine now pricing provides for many options from other mfrs in that price range. you might as well buy a used foxbat or brumby for training. There are alot of J160/J170s in the marketplace, its possible that the market is saturated. Jabiru airframes tend to last forever (even if pranged and repaired ) so maybe there are simply enough J170s in flying schools and flyingn schools are peaked. The J230 is the only genuine, fast-ish , well CG behaved load carrier in RAaus class... hence its attractiveness. Now if they'd offer a 912 / 914 power plant, that would be a killer. and sell twice as many.
  23. RFguy
    which way you go sort of boxed by whether you will go barb hose clamped or AN series. AN is nice but given the low pressure ( < 10 psi) pos and neg, I beleive the barb fittings are entirely adaquate. I would NOT skimp on the sizes of the hoses on the suction side (engine to cooler, cooler to can, and ensure they cannot suck in / collapse. Clearly (industry experience) the native rotax fitting sizes are acceptable for short runs of tube. The cooler likely dominates the suction tension. If in a cool climate Suggest an oil thermostat like a Denali, available with different fittings, mine has 1/2 NPT in the body, there are other sizes
  24. RFguy
    ahhhh. right.... I cant see how a machine test can emulate flying conditions, given the way the airspeed is 'collected' , and all the variabilities. Flying up and down a course is not too demanding....
  25. RFguy
    How did they generate calibrated airspeed- some sort of transducer/ jig applied to the tubes or was inferred by flying ? I dont think this is necessary - since the aircraft will have its own CAS-IAS chart for its airspeed readout, and this is an independent system. That is a LAME/L2 job every two years in RAAUS I thought . As for checking if the GPS in the transponder was reading correctly- that's a load of crap IMO, use of a TSO 199 GPS means it will not readout errors without displaying an error flag- IE the GPS system in those is self aware of errors and checking. https://www.icao.int/APAC/Meetings/2015 ADSBSITF14/SP08b_FAA TABS briefing.pdf TSO-C199 Requirements • Cannot transmit false or misleading information • SDA=1 (1x10-3 or better) • NACp=9 (30 meters or better) • NACv=1 (10 m/s or better) • NIC=6 (0.5 NM or better) • SIL=1 (1x10-3 or better) • Detect Step errors greater than 700 meters • Capable of using SBAS integrity
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