aj_richo

Last time I looked my Jab plugs were 12mm

I bought one of the eBay types a while back, my advice - don't bother as it is unusable

40kts cruise... that's obscene! lol

NPT threaded fittings require sealing, ain't no other way around it. I haven't experienced any issues with Teflon paste

So what you're saying is, don't fly when the ambient temperature is 45-47C, especially after the plane has been standing on the runway between the morning & afternoon for who knows how long....?

Guess their IPO just devalued.. Turbine jetpack http://jetpackaviation.com/specifications/

Bruce, re fuel pressure issues with the CAMIT engine. There is quite a bit of discussion on the Yahoo Jabiru and Camit Aircraft engines group. I would contact CAMIT in the first instance based on Ian's findings into similar problems. Here is Ian Bent's response, there are about 50 messages in the thread (not sure if you have to join group to view ) https://groups.yahoo.com/neo/groups/JabCamit/conversations/messages/454 "The fuel pump issue is developing into a root-cause issue which needs to be fully understood. We could easily just fit a stronger spring which “may” work most of the time. The starting point has been that the CAE spring outputs 2-2.5 PSI during dyno testing where the pump is raising fuel from a small tank positioned below the pump (on the floor, outside the test-cell to prevent siphoning –fires) The fuel supply line is as long and small as in any recreational aircraft. Why is a stronger spring required? We’re finding significant problems with aircraft installations. Free flows (no electric pump) as low as 12LPH (3.1GPH) have been found in an installation where the engine needed at least 40 LPH at full throttle. The difference between the two means that there will be a reduced pressure at the pump inlet which will reduce the efficiency of the mechanical pump. Apart from the potential for partial leaning at high power settings, this will also affect the fuel vaporisation characteristics of the fuel (more so with unleaded). Using an emergency pump to conduct a fuel flow test may not be an appropriate procedure as the emergency pump is not used at all times by all pilots. It should be considered as part of a separate, redundant system. The mechanical pump is usually less efficient due to positioning (drawing instead of pushing fuel) so the test should make sure the mechanical pump is able to supply enough fuel “plus a margin” to allow for system degradation between annuals. There are a lot more factors to be considered here such as, added fuel system components(fuel flow sensors), non-serviceable tank finger filters, aged fuel, tank linings, alcohol, etc. so the problem is how best to adequately test the fuel system in a simple manner. We will be able to supply stronger springs in app 1 week which seems to solve the apparent problem in some installations, but I don’t see this as a first option. The plan at the moment is to make sure that fuel systems are able to be appropriately tested before making changes which don’t necessarily address the root cause issue. Ian CAMit "

Red.. that last paragraph refers to an F15 crash in early October 2014 where the crew member survived.

Matt won the final race, but was pipped for the championship by Paul Bonhomme. Well done Matt! Bring on 2016! http://www.redbull.com/au/en/stories/1331754154108/paul-bonhomme-wins-red-bull-air-race-2015-championship http://www.theherald.com.au/story/3431006/matt-hall-wins-red-bull-air-race-in-las-vegas/

Excellent, another easy fuel stop is always appreciated here in SA!

..or its a Cosmic thing..

Some great personal stories and reflections from these guys, good find FT

Mine is 1601 Joined 1988.. I think lol

With a properly designed solid or flexible linkage, the servo could be mounted in the stabiliser or wing, reducing the weight out on the end of the control surface.. The Sonex plans already have a trim tab for the elevator, wouldn't be too hard to add one on an aileron for roll control. The weight savings would be substantial over the Dynon servos I was contemplating

Sunday flight from Callington to Kingston in SA , along the Lower Lakes and Coorong. Very pleasant conditions coastal at 2000-2500 ft. Stopped for a bite to eat at Kingston after a 10 minute walk to nearest roadhouse. Visibility was so good, on the return journey I could see all the way around the Fleurieu Peninsula to Kangaroo Island from about half way along the Coorong. On the return flight called into Goolwa for refuel/defuel, before heading back to Callington, finally packing away the Sonex mid afternoon.

For a given size jet, I thought increasing oil amount in the mix would reduce amount of fuel... making it leaner?

That was enlightening DJ.. especially the test flying paragraphs at the end relating to rudder problems, stalling and mishandling behaviours.. no mention of "environmental" factors either

"Unless you are prepared to accept a penalty of $11,780 per landing (business) or $2,356 (private) do not even think about Hazelton except for a genuine emergency" Geez, have they got inspectors stationed at either end of the runway during daylight hours? Using LH and RH circuits would avoid the built up areas quite nicely?

Ok got it.. beware clouds over mountains..

July\August 15 issue. Some good points to ponder, also one wonders why there was a passenger aboard for the beach take-off.

The R series spec sheet says they run 10.5:1 compression and can use 93\100\100LL fuels These guys make a product that is basically 100LL with no TEL, and mention 91 Octane = 94MON https://swiftfuels.com/fuel/unleaded-94-mon-avgas/ I don't pretend to understand it either, but the R series spec sheet does not mention auto fuels

Another easy one to eliminate, check the rotor button carbon post up in each of the distributor caps are not sticking or have plastic welding them over. I had an intermittent miss due to this problem, more prevalent in cruise but did happen at full power.

I think Jim's machine is a FEW Mustang, not a Titan.

Skynet drone prototype..

Definitely a Rotax Cherk