peterg Posted June 23 Posted June 23 2 hours ago, BrendAn said: Xair Would have been bloody freezing - ski suit or freezer suit is the go this time of year I went gliding yesterday - sunny but very cool. 1
peterg Posted June 23 Posted June 23 2 hours ago, BrendAn said: Xair Did the Air live at YBRS a few years ago? 1
skippydiesel Posted June 23 Posted June 23 On 16/06/2024 at 8:56 PM, Blueadventures said: Skippy this is image of lower port engine mount bolt; others same. Thread not protruding nylon nut. Something has been changed. If memory serves, where you have whats looks like a cupped washer from a car suspension, there were purpose made aluminium plates. This goes for all the through firewall bolts. You need to remember that the engine frame and remains of front wheel mount, steering mechanism were all removed, prior to the new owners purchasing the aircraft. Prior to the accident, the engine frame to firewall mounting bolts , all had at least 3 shreds showing above the nut. How the engine frame has been fixed and refitted, is for the new owner to comment on. 1
BrendAn Posted June 23 Posted June 23 2 hours ago, peterg said: Would have been bloody freezing - ski suit or freezer suit is the go this time of year I went gliding yesterday - sunny but very cool. 2 hours ago, peterg said: Did the Air live at YBRS a few years ago? Yes. It started life at Bairnsdale. A bloke in lakes built the kit. Then it went to Queensland then ended up back at Bairnsdale.
peterg Posted June 23 Posted June 23 45 minutes ago, BrendAn said: It started life at Bairnsdale YBRS = Barwon Heads - used to be an Xair in a similar colour scheme there
BrendAn Posted June 23 Posted June 23 1 hour ago, peterg said: YBRS = Barwon Heads - used to be an Xair in a similar colour scheme there Sorry, I should have looked closer. Thought it was Bairnsdale , and I have been to Specsavers😁 1
pmccarthy Posted June 25 Posted June 25 Last week I had a big vibration in the circuit and checked everything on the ground, couldn’t find the problem. It felt like a carb issue like when I had one stuck throttle cable. Then a friend said what about carb ice? What a dummy I am. It was ten degrees and 73% humidity, perfect carb ice conditions. Flew today in same conditions with carb heat on and no problems. My only excuse is that my previous two 912 aircraft did not have carb heat, so it wasn’t on my mental checklist. 1 2
Mike Gearon Posted June 25 Posted June 25 (edited) 7 hours ago, pmccarthy said: Last week I had a big vibration in the circuit and checked everything on the ground, couldn’t find the problem. It felt like a carb issue like when I had one stuck throttle cable. Then a friend said what about carb ice? What a dummy I am. It was ten degrees and 73% humidity, perfect carb ice conditions. Flew today in same conditions with carb heat on and no problems. My only excuse is that my previous two 912 aircraft did not have carb heat, so it wasn’t on my mental checklist. No, I agree it’s easily missed. I’ve added carb heat on religiously regardless of temp and humidity as part of my descent checklist. Can’t see any reason not to. It’s 50-100rpm reduction for a missed approach and part of a missed approach check list is cram, climb and clean so it gets done anyway. Edited June 25 by Mike Gearon 1
Blueadventures Posted June 25 Posted June 25 On 23/06/2024 at 5:44 PM, skippydiesel said: Something has been changed. If memory serves, where you have whats looks like a cupped washer from a car suspension, there were purpose made aluminium plates. This goes for all the through firewall bolts. You need to remember that the engine frame and remains of front wheel mount, steering mechanism were all removed, prior to the new owners purchasing the aircraft. Prior to the accident, the engine frame to firewall mounting bolts , all had at least 3 shreds showing above the nut. How the engine frame has been fixed and refitted, is for the new owner to comment on. He said all fastenings and parts were marked for where they went so I assume that was how it was. The labelling would have been great for him. (I was brought up and still label parts and fastenings for future reference) He corrected the matter immediately before its first flight so nuts comply with rules for thread protrusion. They are not bolts through the engine frame as I checked there and longer bolts would have been good to fit; but the thread is part of the frame so cannot be changed without welding new thread pieces. All good now. 1
skippydiesel Posted June 25 Posted June 25 (edited) 12 minutes ago, Blueadventures said: He said all fastenings and parts were marked for where they went so I assume that was how it was. The labelling would have been great for him. (I was brought up and still label parts and fastenings for future reference) He corrected the matter immediately before its first flight so nuts comply with rules for thread protrusion. They are not bolts through the engine frame as I checked there and longer bolts would have been good to fit; but the thread is part of the frame so cannot be changed without welding new thread pieces. All good now. Yes its threaded rod on the engine frame bolts is just an easier description. There were labeled packets of parts, not individual fitting instructions. The engine frame was mounted - ready for repair - on a heavy plywood "jig" that I made up. No clear recollection but likly did not use the same washers/nuts on the jig, as when mounted in aircraft - this may be where the confusion arises (use of automotive suspension washers???) Edited June 25 by skippydiesel
kiwiaviator Posted July 1 Posted July 1 My granddaughter is visiting NZ from QLD so we decided to go for a flight in the J230 yesterday. We were going to head to the central plateau to see the snow so I had about 75 litres onboard however the weather dictated a short scenic to the coast (about 20 mins away). It was a beautiful day there so I made a decision to land at a small 500m strip next to the beach. We then enjoyed some time at the beach with the dog before heading back. I picked an abort point and employed a soft field takeoff technique. Unfortunately we failed to get airborne in a safe distance. This was a first for me there and it was due to a soft surface, nil wind and pretty much MTOW. No mobile coverage there so I used my Garmin Inreach to message my partner who made the 50 min trip out by road. She brought the fuel pump and two 20 litre fuel containers so I defueled 40 litres from the aircraft. Granddaughter and dog traveled back via road. By this time the wind had picked up to around 5 knots so I lined up with the tail over the threshold and tried again. This time I was airborne before halfway. A great learning experience with three big takeaways for me. 1. Don't be landing on short grass strips in the winter at MTOW no matter how nice they look. 2. 90 kg makes a huge difference to a J230 takeoff roll in these circumstances. 3. Always carry an alternative communication device that doesn't rely on the mobile network. The Inreach has come in handy a few times now even if its just to give others peace of mind. 4 5
RFguy Posted July 1 Posted July 1 GREAT decision KiwiAV ! you live another day. A good pilot makes decisions in advance and is not overly optimistic. And great that you actually STOPPED when you got to your abort decision point. Many wouldn't. they'd be overly optimistic. I had this experience in a mate's jabiru down on some lake flats. took a long time to get airborne, used up 800m... Has anyone landed at Camden Haven, NSW? when I went to Port last week, I drive down to that ALA and it's in the shade all winter and about 30cm above lake level... was quite soft . not sure I'd get the Piper out of there comfortably , needs to dry out in summer (but then, higher temps... ) 2
Bosi72 Posted July 1 Posted July 1 16 hours ago, kiwiaviator said: 1. Don't be landing on short grass strips in the winter at MTOW no matter how nice they look. .. Well done on making a decision about aborting the takeoff! However, I would strongly suggest consulting the POH and performance data for any aircraft before the flight. I've never been in Jabiru, but the performance chart from POH says it wiill need 464m for a takeoff at sea level at 20C at MTOW. The POH also says add 7% for a short grass, and even more if wet (unchartered territory). Planning before the flight is the key. 2
Bosi72 Posted July 1 Posted July 1 My apologies I've just checked your Jabiru model is 230 whilst the data I used was from 160 model.
RFguy Posted July 1 Posted July 1 Yeah, BUT - you dont know exactly how soft and how wet - it is not a fixed parameter. I ithink on some soft wet surface (SWS) I have encountered, I'd add 50%, not 7% to the TO roll...... 1 1
kiwiaviator Posted July 1 Posted July 1 54 minutes ago, Bosi72 said: Well done on making a decision about aborting the takeoff! However, I would strongly suggest consulting the POH and performance data for any aircraft before the flight. I've never been in Jabiru, but the performance chart from POH says it wiill need 464m for a takeoff at sea level at 20C at MTOW. The POH also says add 7% for a short grass, and even more if wet (unchartered territory). Planning before the flight is the key. Agree. It was an inflight decision to land there, one I should not have made in retrospect. I carry those charts onboard however didn’t refer to them in this instance as I have landed there many times. Of note the density altitude was -500’ with a temp of 10 C so plenty of performance. 4
RFguy Posted July 1 Posted July 1 (edited) Note Bosi, the J230 doesnt have the granuality of performance data like the J160. The J160 was a VH registerable airplane (not sure how with the electrical system design) , and had the P-charts that you provided for the forum. Still, there's enough data in the J230 book to extrapolate, together with empirically obtained data - see below - One of the things I am going to do soon is, with the Piper, do a few SF TO runs on the grass at Cowra (which can get very grassy between rain and cutting cycles) , with someone observing the precise TO point, to get some better empirical data on how long it takes my plane to get airplane with particular techniques used. In reality, KA would never have known exactly how much extra TO drag there would be, it might have looked like dry short grass from above. That's the reason why the other day I visited Camden Haven by foot, to check out exactly what sort of surface I would be in for. (next to the river, in the shade all winter- it was slow) Edited July 1 by RFguy 2 2
kiwiaviator Posted July 2 Posted July 2 8 hours ago, RFguy said: Note Bosi, the J230 doesnt have the granuality of performance data like the J160. The J160 was a VH registerable airplane (not sure how with the electrical system design) , and had the P-charts that you provided for the forum. Still, there's enough data in the J230 book to extrapolate, together with empirically obtained data - see below - One of the things I am going to do soon is, with the Piper, do a few SF TO runs on the grass at Cowra (which can get very grassy between rain and cutting cycles) , with someone observing the precise TO point, to get some better empirical data on how long it takes my plane to get airplane with particular techniques used. In reality, KA would never have known exactly how much extra TO drag there would be, it might have looked like dry short grass from above. That's the reason why the other day I visited Camden Haven by foot, to check out exactly what sort of surface I would be in for. (next to the river, in the shade all winter- it was slow) RFGuy. I will be interested in the data you collect as I fly a PA28-180 on occasion as well. 1
RFguy Posted July 2 Posted July 2 cool. I've got the bigger winged 180A (still Hershey Bar - Archer 1 ) compared to straight 180hp cherokee. I'll be particularly interested whether holding off putting out the 25 flap until 45 kts does anything for ops on SWS.... 1
IanR Posted July 3 Posted July 3 (edited) 23 hours ago, RFguy said: cool. I've got the bigger winged 180A (still Hershey Bar - Archer 1 ) compared to straight 180hp cherokee. I'll be particularly interested whether holding off putting out the 25 flap until 45 kts does anything for ops on SWS.... I have not tried SWS yet on my recently acquired Cherokee C 180. Will be interested to see what you come up with. Edited July 3 by IanR
pmccarthy Posted July 4 Posted July 4 Flew today, the pressure was 1040 hPa the highest I can ever remember it. 2 1
onetrack Posted July 4 Posted July 4 Sheffield in Tasmania has recorded air pressure in excess of 1044 hPa, an Australian record, beating the previously highest recorded air pressure in 1967. The bitter polar cold air mass from below Tasmania has even reached us here on the left coast - yesterday and today, the wind was like a knife, and the "apparent temperature" has been around half the observed temperature. Australia's highest air pressure on record observed as monster high engulfs the nation - ABC News WWW.ABC.NET.AU The abnormal pressure is having a significant impact on the nation's weather, including extreme low overnight temperatures over south-east states and a lengthy stretch of showery days along the eastern... 1 1
BrendAn Posted July 4 Posted July 4 1 hour ago, pmccarthy said: Flew today, the pressure was 1040 hPa the highest I can ever remember it. was it smooth flying. magnificent weather this week. 1
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