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motzartmerv

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Everything posted by motzartmerv

  1. motzartmerv
    Flimsy arent we, that aircraft didnt look too bad. Condolences to the friends and family.
  2. motzartmerv
    Bogans that drag people naked into the streets to beat them 'on' the kidneys aye? (they did teach grammar in the 50's didn't they?) Surely this forum can be more constructive than this?
  3. motzartmerv
    Not the mag issue again?
  4. motzartmerv
    oscar, yes a lot of guys fly one wing down, and/or half a ball out. It drives me nuts!!! The jamtar used to be quite a ruddery acft to fly, but to be fair, powered acft with no rudder trim are suffering from an added influence, which is generally the reason for the half a ball issue. A bit of pressure is almost always needed in the 170 to keep it true. Again, to be fair ive only flown 2 170's so not as much of a 'stat" to draw on, but i am often having to tell pilots something like this: Me" Ok we have full power set and the climb attitude attained, keep pressure on the right rudder to keep the ball centered" Student: " Ok turning left, clear right-center-left, left aileron and rudder to roll on bank of 20 deg's" Me: " No, not left rudder, just less right rudder" Student " Huh? Im using left aileron, ??" me : " yes, I know, but your in the climb attitude and have full power set, so right rudder is needed" Student: Uumm...I swear you said, when turning, use rudder and aileron together, so left aileron, left rudder yea?" Me: Yep, i did say that, but it doesnt always work that way..Im sorry..i dont design them, I just fly them" Student:" Ok, can we make this a full stop..Im confused..".. And so on...
  5. motzartmerv
    The 170 suffers extreme adverse yaw, and is one of the most difficult 'rudder' aeroplanes around. That being said, flying with fuel levels low enough for this to cause a starvation, is always going to end in tears. It may cause a tank to empty faster then the other one, which is standard for most types anyway. Proper planning will stop this type of accident ever happening.
  6. motzartmerv
    I would do the same thing..And have actually.. Ive opted to squeeze the last remaining goodness form a dieing engine to help me, and any pilot with half a brain would do the same thing (I would hope). No point nursing an engine while you eat gum trees!!!
  7. motzartmerv
    Oh ok. Its percentage by 1000 hours flown, extrapolated from small numbers. Not ver usefull, but can indicate an early trend I spose. Looks like they are still a safe plane to prang in over there aswel. Do we have any numbers yet that we can compare? per thousand hours etc? Sorry, been working for a few days havnt read the last few pages of this thread.
  8. motzartmerv
    Yea Oscar, I Just wonder how relevant the figures are. How many Jabs are in the USA?
  9. motzartmerv
    Back to the books FT.
  10. motzartmerv
    Why are FAA stats relevant Oscar? Have I missed something?
  11. motzartmerv
    Yea ok, that sounds logical. It was a few years back, but from memory we were acting on factory advice.
  12. motzartmerv
    CHT tubz. 180 c max continuous. Oil temps start freaking the instruments out at 110 C
  13. motzartmerv
    We went down the rabbit hole once before this incident with oil temp indications in a different 3300 (230) An engineer ended up using a thermocouple down in the oil dipstick gallery to get a true oil temp reading. It ended up slightly hystereses, but within 3 or 4 degrees at operating temp. Mind you this was NOT in the engine mentioned above. But it confirmed the fears, the oil was indeed, too bloody hot!!!!. It was in spec, but bloody hot. The instruments were Dynon EMS and factory installed.
  14. motzartmerv
    Thats right, i remember going through this on Prune ( never a good experience). Like I said, the engine showed signs of over temping that didnt align with the data from the EMS. I wouldn't say that the owners claims were false simply because he didnt provide logbooks etc. Thats a bit of a call, and I can understand his reluctance to furnish jab with anything as it was clear they were only looking for an 'out'. The same guy had emails from Sue claiming she couldnt legally return his heads to him (from another engine) due to some CASA mandate that he proved to be a complete fabrication. The facts remain, the engine grenaded, for some unknown reason and showed significant over temp issues that didnt align with cockpit indications. Like I said originally, either the numbers were wrong or the instrument wasnt reading correctly, which only shows how it got away, but not the cause. I stand by my comments and assertions, I dont think these engines can be expected to survive when operated IAW manufacturers specs. 180 deg's is just to bloody hot!!!
  15. motzartmerv
    Hey jet. yes im sure the owner / engineer would have the data downloaded. There was some contention after the engine was independently inspected. It showed evidence of over heating but the data didnt align with what was shown. From memory there was some strange bearing journal wear aswel in which the journal itself showed wear but the bearing case didnt? or something like that, im sure the owner / engineer will read this post and chime in if im wrong. There was never a reason given for the sudden over temp, the engine would routinely get to 180 deg's on takeoff, even when flown contrary to POH and climbed at significantly higher IAS. But would cruise comfortably sub 140 deg's. The over temp event was the only +200 event that was recorded. I cant comment in any more detail, I only flew the thing!!..lol.. Perhaps the owner might share the engine report from the independent. engine assessor who looked into it. It was very interesting.
  16. motzartmerv
    This has been my contention for some time. I dont believe the numbers in the operating handbooks etc are correct. 180 deg's (CHT) for up to 5 minutes, with a max limit of 200. So I could technically run my engine at 179 deg's all day? Unfortunately, I can prove this doesnt work.
  17. motzartmerv
    We had full EMS logging on a 3300 (230) that went supernova on takeoff. Highest recorded temp during the event was 210 deg's, and two valve seats fell out. Factory said the valve seats wont fall out below 250. Either the factory have the numbers wrong or the EMS did.
  18. motzartmerv
    I can understand why some don't bother reporting , I don't agree, but I still understand. Same goes for reporting bad or unsafe flying. It's a very fine line between dobber and crusader in our culture. I've written to the raa once about a pilot I believed was unsafe and under trained after flying with him. I recommended he lose pax privelge pending an assesment. I was told an investigation was needed.. That the last I heard of it. I don't know what happened from there.
  19. motzartmerv
    A lot of stuff goes un reported, there are several reasons for this, and to be honest the RAA in general doesnt have a ' reporting culture'. I know its the rule etc, but dont put a lot of weight in this, I know many many operators that just dont bother. If you report everything that goes wrong, then you can expect a please explain from the RAA as to why your having so many issues. So your dammed if you do, dammed if you dont. Dont flame me over this, I report everything, and I also have been asked to explain the ' rash' of reports.. Its not very conducive of encouraging a reporting culture, and It interesting to see how it gets handled. I have posed the question to the RAA, 'are you asking the manufacturer to explain this rash aswel', or is it just me? Reckon I get a reasonable response? .......
  20. motzartmerv
    I wont, hes busy running through oscars log books and stuff ay?
  21. motzartmerv
    I have, and will continue to.
  22. motzartmerv
    Being consumers, are we expecting too much to have this all done BEFORE we buy the things? Or when we sign the dotted line, are we signing up to be engine testers, test pilots, problem solving engineers and statisticians? Thats fine, if its the case, but the product is not marketed that way.
  23. motzartmerv
    Im trying to track down some figures there Daffyd. I think I should be able to ask the question of RAA tech "How many Jab engine failures were the result of broken thru bolt" etc, and get a reasonably up to date answer. I dont think it will be that simple tho. Which is no comment on the RAA, just a comment on how difficult this sort of data base would be to maintain and quantify. There are several other factors here which would need ' factoring' into the stats to make them meaningful.
  24. motzartmerv
    Ive always thought, well, theres soooo many jab engines out there, of course they are gunna fail more often.. But if the total jab airframe numbers in 2012 are any indciation, the notion that the RAA is built on JABS, is not exactly an accurate description. They made up 22% of all RAA acft, which in itself is a very big percentage overall for one manufacturer, but not as high as I would have thought.
  25. motzartmerv
    I cant access current figures as far as aeroplane numbers go. The only figures available are from 2012. Total RAAus registered aircraft was 3414 Total jabiru RAAUS registered 746 Michael monk stated in the last Magazine a total RAAUS aircraft register as 3110, this is not a definate figure though. We cant really compare figures across different years, but roughly 22% of RAA registered acft were jabs in 2012. Not sure about how many jab engines in other types, so would need those figures to get a real number , but even if we be conservative and 30% of all RAA acft are running jabs, the percentage of failures indicated above would be, less than favourable. In a nutshell, 1 third the engines, and more than double the TOTAL failure rate (reported).. I wouldnt take those odds to flemigton in November.
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