motzartmerv

Yea is not a technique I will be using.

I like to do jammed control training with pilots, but I simulate it by holding them myself.

Carbon copy of how ours used to look. Infact some looked worse in places.

I can't find the pics I have of th pots after running Mogas. So much cleaner looking and more uniform coloration

No, they dont look blue. Theres no carbon deposits anymore. Not since changing to Mogas.

rmb.

We have an almost identical history. We went from Avgas to mogas after finding lots of issues with it, not least of which was actually getting it at our airfield.

Our engines were always cakked with crap, the oil looked like green goop. The tops of the pistons were almost silver, and looked like they had molten metal pored over them.

Valves were crapped out and never wanted to seat properly.

We also take steps not to run old fuel, we check for ethanol regularly, and only get fuel from one 'reputable' servo. Not a dodgy lookin indian 7/11.

Have you seen a direct improvement since running mogas?

The winds on the day were nothing too serious, about 15kts, gusting to about 20-25. The issue was mechanical turbulence off a hangar right next to the runway, which caused (what I believe) to like a horizontal rotor, which pushed us from behind, rapidly, and took the IAS down to nothing. She fell from windsock height like an express elevator. Full power was in when we impacted. I wasnt on the controls, it was during a BFR. But, it would have happened anyway, even if I was.

Only prang Ive had was due to windshear. The little guzzelle went from a healthy 65 kts, to being a pole top ornament in the blink of an eye.

IWhy hasn't any one run colder plugs? It seems an obvious thing to try under the circumstances. If it doesn't soot up on long taxying it won't cause any trouble at other times..Nev

Did you guys go back to Avgas? Did this improve things?

All our pilots have become experts at pre flights, which is a good thing. Almost ALL of our failures have been picked up during pre flights. In fact, the fly wheel bolts on our 170 were found to be sheared when my instructor heard a very very faint clicking noise when she pulled the prop through. I was very pleased that she picked this up, I couldn't hear it...(im on the other side of a fair few AC/DC concerts) .It was an ever so quiet click as the ring gear contacted a surface it normally wouldn't due to slop in the fly wheel.

The pre flight is the LAST line of defence, and luckily for us, has almost always identified the issues before they cause more damage or worse.

Ok ok..We have to contain the example to one context.

ayavner, your description WOULD see a change in IAS, because your talking about a sudden "Wind" change. As apposed to a constant wind and the aeroplane "turning" .

They are very different scenarios.

Sudden changes in wind strength OR direction is known as wind shear. It WILL change your IAS, sometimes very rapidly.

Heading changes in a constant wind should NOT cause a change in IAS, but will cause a groundspeed change.

There is a little "in between' science that some will argue, but Generally, the above statements are true.

Ive got worms on my chin now!!!!!

But no. You dont have it wrong. IAS shouldnt change as he turns into wind.

Did you want some sauce with that can of worms Louie? ..lol..

Yea. I thought as much. 7 years, zero offerings, but I bet many complaints and reports, and countless digs through your little icons.

Thanks for your input mate. The little 'YELLOW" icons are well suited to some.

You gunna offer something one day Karoona?

Merv - I have obviously really upset you.

My engineers have for the last few years, gone above and beyond what I would call reasonable measures to ensure compliance with the published procedures etc.

We operate them STRICTLY IAW with the POH. I mean to the LETTER!!!

Our failure rates, are exactly in line with what could be predicted from the stats with Jab engines. As ive said, we have more than 5000 hours over the years operating Jab engines, and have had one inflight failure, and several "ground" failures, ie, discovered in pre flights etc.

Those numbers align almost perfectly with what could be expected after operating for the hours we have.

Certainly not making excuses. If we knew HOW to improve things, we would.

* We can only operate IAW published specs

* We can only maintain IAW with published procedures

* We can only monitor with approved and installed equipment

Outside of that, what else can we do? We have provided as much data as we can regarding engine component failures.

We have NEVER had a satisfactory indications to WHY ANY of these failures have taken place. Apart from once when the factory admitted to supplying the WRONG part.

We have even had to FIGHT with Jab to get our "broken" components back off them for independent inspection. The line being, they cant explain it, and we cant have the parts back either..

We have had many 400 hour runs with ZERO reportable defects or failures over the years, so im sure you can understand my synasism when i read people's stories of perfect service over such a small period, and that being offered as "evidence" of our operational shortcomings with regards to failures. And when called an "idiot" and a "clown" I do get a little...Tired...

You are perfectly correct, your opinion is as valid as anybody elses. I appolagise if you took from my comments that you shouldnt be posting your opinion. But please understand that some operators have a greater "pool" of data on which to base their opinion.

No probs.

Hope he was squawking.

Ive never managed to air start a Jab. It almost gets there, but VNE comes up to quickly. I think if you were prepared to go that bit closer to the red line (which I hate) and you enough height, I think you could do it.

Rotax..Forget about it.. Doesnt even get close..

Yea, im pretty dumb sometimes. But im not the dumbest.

The CRY for meaningful stats from Jab and some posters will never go away, even when they are clearly represented, such as they are here..

I predict the next few pages will be filled with "how stats can be used any old how" and " this doesnt mean anything....." Even money odds!! Who wants in?

Not only are you correct, it is something that lots of people do!!

An old 172 I used to fly would stall when the hole in the yoke pole, lined up with the hole for the control lock.., Was easy to see it coming.

I wont comment on my Instruictors trick of making it stall and putting the control lock IN to demonstrate how rudder instead of aileron was used..lol..Braver man then me!!

Holding off bank in the final turn has killed more pilots than the spitfire!!!

Yes, I understand. I worry when I read things like

What better situation is there - low AoA; fairly constant airflow.

Its a common misconception that the angle of attack is low because the nose is down on the approach. Thats why I like the stick position emphasis.

Where you have a trim adjustable horizontal stabiliser, the stick (hands off )stays in the mid position when trimmed out at any speed and configuration.

Skidding wont cause a stall. The ONLY reason its stalling, is because the stick is TOO FAR BACK.

OME.

I think you need to look a little deeper into the relationship between speed and angle of attack.

The reason the stall turning final (or base ) is so prevalent in the stats is for a couple of reasons.

Not least of these is the basic fact of aerodynamics that a'low speed can be associated with a high angle of attack'

In the cruise you have the aeroplane flying with a low angle of attack (generally) When you start to slow down for your approcah, you MUSt increase angle of attack to produce the extra lift needed.

As your speed is reduced, angle of attack MUSt be increased to keep the aeroplane flying. So while it feels rather docile and safe, the true indicator , as always, is WHERE IS THE STICK, or the control column.

Take note next time your on approach, you will have the stick much further back then at any other phase of the flight. This is why the turn is so deadly.

If you are ALREADY close to the stalling angle (stick position) and you roll on bank and come back FURTHER on the stick (as you do in a turn) you can put the angle of attack through the stalling angle. Your nose may be down, below the horizon, easily. No worries, it doesnt have to be high to stall, thats one idea I cant stress enough.