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RFguy

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Everything posted by RFguy

  1. RFguy
    The manslaughter wont get up. it wasnt charter, pax tasks own risk in light airplane. The CASA admin charges will get up and they will throw the book at him.. aggrevated. he'll have to plead guity to all of them , since there is no contest.
  2. RFguy
    mmm. I'd like you to locate the regulator, unplug from the harness , physically inspect the connector in situ, and replug it in snug. Also is your engine a Gen4 with the CB in series with the alternator stator ? anyway, buy a spare breaker . carry it . take a look at the wiring- make sure all plugs for instruments panel pushed home. Could be a bit of equipment got an overvoltage and decided to crowbar (puts a short on the bus) , maybe something not right in the regulator/alternator wiring.
  3. RFguy
    There is no such thing as random for this . The total load all active should not trip the breaker. When you say just after startup- was this as you increased RPM so the battery voltage began to rise as the battery began to take charge ? Or before you went over 1500 RPM ? Roscoe, take a good look with glasses on and lots of light at the wiring you can see. Change the circuit breaker. See if it occurs again.
  4. RFguy
    The Jabiru passenger cell looks intact. As usual, the Jabiru airframe looks after the pax . Jabiru should use this in marketing. Everything breaks off around you but the pax cell seems to hold together. This is a very good result IMO. I would like a four point harness though.
  5. RFguy
    Good result if pax are in stable condition . Cannot see fuel vents so likely is inboard tank variety. Jabs rarely have fuel delivery issues (good design) and shouldnt have vapour issue with pump on, so something else. Wasnt particularly hot at AP at 0930 local (24C) http://www.bom.gov.au/products/IDQ60801/IDQ60801.99402.shtml
  6. RFguy
    Skippy see if it occurs with a low vapour pressure fuel such as AVGAS LL100. Put some additive in it (Decalin runup) if concerned about buildup just for one tank of fuel.
  7. RFguy
    I used to run through, while driving, what I needed to do, in the time it would normally occur at ..... IE startup checklist, taxi, circuit flying , application of controls, radio calls, going around, windsock check abeam, BUMFISH etc etc etc.
  8. RFguy
    It's hard for Jabiru because the people at the top of the company have in my opinion the wrong attitude for making aircraft engines. Example 1: in Gen3 they went down three push rod lengths before they got it right. so HUNDREDS of operators have push rods that are too long and head recession that happens causes valves to hang open which ultimately causes valves to drop into the engine. They KNEW this was a problem and didnt say anything. I found this on my engine rebuild #1 and I independently determined the pushrods had been too long, and when I called up Jabiru they were like oh yeah, we changed them because of that. But they didnt tell anyone, nor update anyone......And the service/ maintenance manual is wrong !....... There should have AT LEAST been a service bulletin issued. That example is one of many and complete and utter BS. The only thing going for the Jabiru engine is that it is cheap to overhaul at 1000 hours, and parts are inexpensive compared to Rotax and Lycoming. And it is reliable if you never fly the engine with compressions less than 70/80 or 65/80 if you need to fly to service. Fortunately there are good and honest people in the service department to talk to .
  9. RFguy
    a full overhaul is only about 9k for a gen4 3300 plus any unusual to be replaced parts, so overhauls are generally good value.... (1000h is book TBO ) . for a flying school, $9/hour is pretty good, they usually run unleaded so no 300 hour top end TBO like on AVGAS
  10. RFguy
    It is true, Jabiru are no longer overhauling Gen 1,2 3. and parts wil be in limited supply. You would hope they would support all parts minimum out to 2026 (10 years since last Gen3 sold)
  11. RFguy
    I dunno . you can have lots of experience but still not have had good training. What do they say ? Practice makes Permanent... Not 'practice makes perfect'.
  12. RFguy
    28k USD. spec sheet https://www.ac-aero.com/wp-content/uploads/2020/05/ac_FALCON_2020_R00_051820.pdf https://www.ac-aero.com/technologies/#:~:text=The Higgs Diesel is not,Cycle Technology' (CCT).
  13. RFguy
    So combine oxygen depleted region.... with localized DA increase of perhaps 6000 feet... (at 60 deg C at sea level) a. anyone who has ever been in a fire fighting helicopter knows it is a BBQ above the firefront . The DA and humidity thermocline is so steep that radio waves over a firefront get diffracted and cannot pass without high loss. In 2019/20 I was able to watch the DC10 tankers land, fuel, takeoff from the window of my workshop (Canberra) , the departure performance was impressive.
  14. RFguy
    Not to mention the DA effect from say, 60-70 deg C fairly widespread air temperature 100m above a fire easy.
  15. RFguy
    I am guessing.. presumably, with drag proportional to velocity in long grass, you just might not get to the nil flaps take off velocity. But you might get to velocity = 25deg flap TO speed....what's that in an Archer2 ? -5 kts ish ? It would seem pointless to put flap out until the flapped airfoil was ready to provide lift , as until the airfoil is above the stall speed / in the drag bucket, the highly flapped airfoil is just all drag.
  16. RFguy
    In long grass, and slightly downhill , one TO of mine, it seemingly took forever to get airborne.... My mistake, or suboptimal method was-at the usual bitumen nose-gets-light runway speed , IE just pulling a little weight off the nosewheel , that little bit of extra AoA and hence extra drag was enough to severely reduce my acceleration (when combined with the grass and soil) .
  17. RFguy
    Only if the manufacturer agrees / allows you to, OR you get an AP to sign off on it (which it is not uncommon to get Rotaxes signed off for being over calendar years.)
  18. RFguy
    Wondering whether it flew out in the middle of the night in stealth mode and the pilot weather night vision goggles and 2 x rocket boosters strapped to each wheel , I had a look at a few ADSB sites- nothing appears the past couple of days so I can only *assume* it was wings off and trucked out. Might have been picked up with a helicopter in a sling IF it had a clear path out without people since they have to be able to drop the load....
  19. RFguy
    Is it still there this afternoon ?
  20. RFguy
    Nev - is it that twins in general can't maintain altitude with flaps out and gear down on single engine ?
  21. RFguy
    Just a side interesting point - I read in the POH, burn inboard tanks first because of wing loading limits.
  22. RFguy
    it would need alot of jerry cans. according to a 1968 PA32-260 POH I have :, and assuming it is a CS prop , at 3400 gross, it needs 1240' over 50' at 2900 gross it needs 1020' over 50' remove the seats and it is 1661 lbs empty. add 2 hours of fuel , and a pilot its likely to be 1950 lbs extrapolating the above, it might get off in 750' to 50 ' ? but that's on bitumen . not grass ! Wow it must have some super performance with 260 hp and 1661 empty .
  23. RFguy
    I would be sueing the media for deformation if they broadcast that I had run out of fuel when I had not.
  24. RFguy
    I dont buy it . Pilot of a substantial airplane isnt going to do an orbit low on fuel. As for media reports " It was reported that when it left YBDG it was low on fuel." . what half tanks ?. sure lower than full. Let's wait to find out.
  25. RFguy
    take a news report with a grain of salt. I reckon
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